ML20205M804
| ML20205M804 | |
| Person / Time | |
|---|---|
| Site: | Salem, Hope Creek, 05000000 |
| Issue date: | 02/27/1981 |
| From: | PARSONS, BRINCKERHOFF, QUADA & DOUGLAS, INC. |
| To: | |
| Shared Package | |
| ML20205M778 | List: |
| References | |
| NUDOCS 8604150383 | |
| Download: ML20205M804 (160) | |
Text
{{#Wiki_filter:. a e f I Evacuation Time Estimates for Arecs NeartheSite of Salem and Hope Creek ' Nuclear Generating Stations ho04*Soo!!$5000$54 p PDR prepored for . Public Service Electric & Gas Company prepared by Parmns Brinckerhoff Quade & Dougios,Inc. Februcry 27,19'81
I
- l i
i TABLE OF CONTENTS Page I. - INTRODUCTION A. Site Location and Emergency Planning Zone 1 B. General Assumptions and Methodology 2 i II. DDIAND ESTIMATION A. Emergency Planning Zones Evacuation Sections and Evacuation Planning Areas 3 B. Permanent Residents 6 C. Transient Populations 9 D. Special Facility Population 12 I III. TRANSPORTATION FACILITIES A. Inventcry of Vehicles and Routes 15 B. Route Selections 15 i C. Capacity Determination 20 D. Roadway Link Characteristics 21 IV. TIME ESTIMATE ANALYSIS A. Scenarios 30 l B. Adverse Weather Roadway Conditions 30 l l C. Zone Trip Generation 32 l D. Components of Total Evacuation Times 33 E. Notification and Confirmation Times 35 F. Evacuation Time Estimates 35 l G. Distribution of Population 42 H. Critical Locations 42 I. Shut-Down Times for Industries 45 V. 01WER A. Reception Centers 48 B. Local official Commentary 48 C. Recommendations 49 FOOTNOTES 51 l APPENDICES l A. Evacuation Time Estimate Methodology B. Descriptions of Evacuation Sections C. Egloyment Centers, Recreational Facilities, Motels and Special Events l
. - . _ . . . _ . . _ , _ _ , . . , _ _, _ _ _ . _ . , _ _ . _ _ . . . . , _ _ _ , . , _ _ -,. ,.._,.... .._ ,_...... _ . _, _ _ .. ,,_ _, ,.y..
TABLE OF CONTENTS (continued) i
- D. Special Facilities E. Evacuation Routes F. Control Points G. Additional Population Maps e
9 e o k e
-. - _.__._w .c.,, , - .. _ - - . - ,
l I. INTRODUCTION In Criteria for Preparation and Evaluation of Radiological Emergency Response Plans and Preparedness in Support of Nuclear Power Plants (NUREG-0654, FEMA-REP-1: Rev.1, November 1980; hereaf ter referred to as NUREG-j 0654), the U.S. Nuclear Regulatory Cosmaission and the Pederal Emergency Management Agency called upon power plant licensees and state and local agencies to include time estimates for evacuation within the plume ex-posure emergency planning zone (EP3) in their emergency response plans. The approach for preparing the evacuation time estimates is specified in Appendix 4 of that document. This report presents estimates of the times required to evacuate both the general population and special facilities (as defined in NUREG-0654) in areas in the States of New Jersey (Sales and Cumberland Counties) and Delaware (New Castle and Kent Counties) near the Sales and the Hope i Creek Nuclear Generating Stations. The Sales Nuclear Generating Station is operated by Public Service Electric and Gas Company and the Hope Creek Nuclear Generating Station, which is urder construction, will also be operated by that company. A. SITE I4 CATION ABE) EMERGENCY PLAIREING SONE The Salem and Ecpe Creek Nuclear Generating Stations are located on the southern tip of Artificial Island in Lower Alloways Creek Township, l Sales County, New Jersey. The site on the banks of the Delaware River and Bay is appecaimately twenty miles south of Nilmington and twenty miles north of Dover, Delaware. Philadelphia is apptcKimately thirty-. I five miles north. The location of Sales and Hope Creek with reference to these and other population centers is shown in Figure 1. Figure 2 shows the ten-mile radius EPS superimposed on a composite U.S. Coast and Geodetic Survey (USCGS) map of the region. It shows transportation networks, topographical features and political boundaries.
- i 1
1 l Il5'E- } [h semap " [hh D~ h't
. M "~~W W f .'
p " R'1W.or,f,'p. - 5>w Q?: g y.QM &p' _ .. a
; c, - e m- ..
.- u, -
@.f .eQi W^ ~)- M . C. ~
2
/
- . ga_ -.
c.::::
= . gr .
e - L ,.,= ..-
,\-
/
==.
m '_ -
- . . . . .f - = 8"
) j
,.r. -
j (W)'a .. g; h .-k
.f..
...i l. ~ -
- ta .
' ,,,, c. . .s .-
,~,, ' .
. .g. s.,,, ,o .
g s *- i eg"""~Ng=.s, f
-$w,%"'!",,,,, .h . , A 3 ,g D'. .,,,,. .@
4
%- w v
,u> - m. %-
>pu rh ="j.
=..
v."a
..T! f _ #ri ** ggm 5, w ==\ca-a-s
'"..Qt ,, WI) MING
- f
,7 .'. A d**
2 i./ ,, , ' d* Ja a', n .- -
" " ' ' *.a c<q*
A . ,..._
. '-~_>,,,,.2 . - u. y , ,v ,,, ,, 6 .
g' '
,s. ,E _.. '
Fa, =as E,,,, \ 3' y .*-(e . .,. & '
';*/ " .. {P '{g,,, \ Y, 8 -T4 , , "'
Y ,,,) 3 l' d . , '
"'l;'"- s L t s.(y,
..s,. .,,,,, -.
.p=.,,,.. .
1- w ea g . ., ,,, g
,. A .
3 g
= ===v
/' Sa ,.'" C 0".*.',
' "q'
%* ** - ,, 3 "T' %
-=
33 *
- nc *====-T . L . , . ""* _"'
*" '"'" *- ~'
c ,, i ==
**ll'J
~
a =* .-,J _.
, ,, , h 'f l
n . t =""
,r.n A Esen ,,== '
1
** ^ 3 Cadense.
.9"*"'- - f._,, Imme== .
1
, *_ N..
EWT . F, i - af,. - - n c[.;, - .. C.
} j
* . =
t. h .. A, .. s'") , , . om,.= c 38.l _. '=-=- s,."'"-w 4!2 ,/ i,,,,,,,,. *,
- w ,
p.n ==r. ,,,,.,,,.,.p m_aa
.I w.
h,,t 6 a.wa J I.
'.,u,' t, g====_*g.i ,"[* -
- e. - .s
' g g '. .,*
g [. = = ', . Salem & Hope Creek *
.i-
-. r ., c, .
; ,.- Nuclear Generating o f A
\ cmaema, Stations cae. uw *-"**
.y . " ,,,,/- /
, F .
- 7 W ,,' / -
a....
= 2, = ca
.s.
t .. ..
.e n,..~u e
~3 -.ca '
5'i2 P '."" ~
\
A 8"" e;; ', enn aaa..m 2.; .
,3 ,,, e . Se ,_*f ..eaeaa*
\ a ca.,
k ,, e! hWh' S--- .t ,2 /
""aar* ,
'\ .? 3~~
0 wa A e/ A w.,
-.a e.
v g,"* K. ... . . . .. q :. Location Map Evacuation Time Estimates Figure 1 Salem Generating Stations 9-
a x B. GBERAL ASSUMPTIONS AND METBODOLOGY Soth the general assumptions and methodologies used to produce these evacuation time estimates are detailed in the relevant sections of this - report or in its appendices. For exagle, population information (which , was obtained from Census data, from local planning agencies, and through telephone and written contacts with egioyers, institutions, and other j facilities) is detailed in II. DDtAND ESTIMATION. Also, roadway capacity l information and the coguter model used in this analysis are summarized , in III. TRANSPORTATION FACIk.ITIES and IV. ANALYSIS OF EVACUATION TIMES and detailed in Appendix A. I i I
)
e
1 II. DEMAND ESTIMATION This section of the report provides an estimate of the number of people to be evacuated. , A. EMERGENCY PLANNING SONE, EVACUATION SECTIONS, AND EVACUATION PLANNING AREAS Based on the format specified in Appendix 4 of NUREG-0654, an EPE. was defined and subdivided into areas with approximately two , five , and 1 10-alle radii. As can be seen from Figure 2, the irregularly shaped EPS is considerably larger in many places than the area included within the 10-mile radii. These irregularities occur because the perimeter of the EP2 follows either physical or political boundaries as much as practical. Within the EPE, smaller geographic regions, Sections, have been delineated according to NUREG-0654. The Sections are composed of smaller units, Evacuation Planning Areas (Areas) . The boundaries of Sections and Areas, I like the EPs, usually follow physical or political boundaries, forming either 90* cc 180* sectors. Within two miles from the stations, the 2 Areas encompass approximately 180 sectors; for the five and ten mile bounds, the Areas form approximate 90* sectors. According to NUREG-0654 the two-mile radius area is to be divided into 90* sections. Bowever, based on the character of the areas encompassed by the 2-mile radius in this EP1, Areas 1 and 15, as shown on Figure t 2, and the absence of both general population and special facilities ~ except for the stations and river traffic, a division into 90* quadrants would serve no purpose. Therefore, the concept of dividing the areas into approximate 180* Sections which generally follow state boundaries is considered herein to be aor,- appropriate as a planning tool for developing evacuation time estimates. The Sections and Areas are defined as follows: j Sections A and F - Two 180 sections at the closest definable boundary beyond the two-mile radii. . Section B, C, G and W - Four approximately 90' quadrants includ@ the area within the closest definable boundary beyond the five-mile radii. t Sections D, E, I, J - Four approximately 90 quadrants including the area within the closest definable boundary beyond the 10-mile radii. Section K - A 360' section at the closest definable boundary beyond the two-mile radii. Section L - A 360' section at the closest definable boundary beyond the five-mile radii. 1 4 Section M - a 360* section encompassing the EFZ within both the States of Delaware and New Jersey. Table 1 (below) shows the relationship between Evacuation Sections and Evacuation Planning Areas. Figures 3 - 15 illustrate the sections. A description of the boundaries is found in Appendix B. O e 1 f
)
TABLE 1 RELATIONSHIP BETWEEN EVACUATION SECTIONS and EVACUATION PIAlWITNG AREAS I Evacuation Sections Evacuation Planning Areas . A 1 B . 1, 3, 15, 17 C 1, 2, 3 D 1, 3, 4, 5, 15, 17, 19 E 1,2,3,5,6,7 F 15 G 8, 9, 15, 16 5 9, 10, 15, 17 I 8, 9, 12, 13, 15, 16, 18 J 9, 10, 11, 12r 14, 15 E 1, 15 L 1, 2, 3, 8, 9, 10, 15, 16, 17 M 1 through 19 1 4 6 1
)
d l l l l
\
B. PERMANENT RESIDENTS Permanent residents are those people residing in the area, but not in institutions.
, The estimated permanent resident population for each of the seven Evacua-tion Planning Areas in New Jersey was derived from data presented in
" Distribution of Population within 50 miles of the Sales Nuclear Generating 1 Station" and cross-referenced with master plans, land use work maps, dwening unit counts, and population estimates and projections provided by the County Planning officials of Sales and Cumberland Counties.
Where practical these figures were correlated with preliminary 1980 Census figures on a township-by-township basis. I ,l The number of dwening units and the estimated permanent resident popula-j tion for each of the seven Evacuation Planning Areas in Delaware was ! i derived from tuo sources: for New Castle County, 1978 population estimates prepared by the Universfry of Delaware Co u ege of Urban Affairs and Public Policy were used; for Rent County, population estimates were obtained free dwouing unit counts made by the County Planning Office in July 1940. l 1 4 ! The estimated permanent resident populations for the EPS are shown on Table 2 (page 8) and in Figures 3 and 4. The two scenarios for which data are presented, night time sunser and weekday school-in-session, correspond to the . scenarios used in the time estimates. The day popula-tion figures are lower than the night figures because workers, students, and others leave the 'IPs.6 Bowever, very little data are available to estimate these naminers. Thus the estimated number of permanent residents in the EPS on a weekday is an approximation. Also, because schools are considered special facilities, school students have been subtzteted free the permanent resident population during the day in order to reduce j double-counting. ' 1 l 1 1 In New Jersey and in Delaware's Eent County, the number of people without automobiles (transit-dependents) was estimated based on the 1970 census I - _ ___ -
1
' ~
i ~
@ 2 MI!es
.,I >
ll' l s /% , _
.i
,. )# ..N W, y
' " :- gg gxy.
y ,;,,? :' :s . . '2^1 l
.oagx '
k .:A ~'".:. . kj .fi. , Th wm2 ne ~ . . , i
~ ,. ,, I gil
~^"
? .$
am.Wih, i .,ie my, #7 n . ""s W;%;..; :
'.'fI :f h
~
MhT s
~
==
-X< :
^~
^
i
~^ Q:
~
f?':.: s3:33 w
"\
'N .
. , .. m
== s 3Ei %=. e . p \
$anngAreas Evacuation Time Estimates Figure 3 i
Salem Generating Stations Hope Creek Generating Stations
l l l
~.
5ma - f - , I t k , Y. L_ a w _. _._,_- : e- - h -c. .g E
^
~
s . _ .
N
'a' .
i
'\g
...... - e, ,,
7- g-
- _, e. :--
{ang Areas , Evacuation Time Estimates Figure 4 Salem Generating Stations Hope Creek Generating Stations
)
- )
l i
- f-
- @ 5 Miles e &
- s. -
t
'.N 3 n. 33 '
# ^'~
' $.'1 -
. . ~
ih -
'.[',, /
~~ i a. ..\
m 's 1 { l
, ,p k;.s, h
/Mk
, 9
*w - "- -'
MS
' ^ - -
g, v
.j v?
I
^
i n_ w-
< ma
?)$/
I agh
' N -
. ... .. m 2A* ;::::llll,- -
gan, Areas Evacuation Time Estimates Figure 5 Salem Generating Stations Hope Creek Generating Stations
1 l i m h 10 Miles
> p 6 m- l
' ~ #- - '
,.m.- _
= ,
~~ 7 e
-:w. ,ta .s . #,,,,, ;
- s. n.
=<- 6*; _
Ehme 1 i
** y < 5,,
j I ~A fW'- i,
> lM,- y 2- _.
2 ,. w %
- 'W.lP r ~
. ~i[~ g - \ l b-.~
i;:p,. it. g
=em j'[fif 2. " % .
h --
$$)
sr
- EN .n -
\~ - ,
ge+ y ,,; 9E("h W j ghh
,' ~, kg l
*f[%?BEDLL$
ss,wgt;K +i ?,l* '~ 1
- h. 6 %y ]1
[' .. s s i ? M h,
~.
C-m+[,!,L
=
_a k,; 4% l 4 {~~ %~ ~ g',,,,, 3N,, ,3 - I l j/
'pi y
?g
+9-g/ i(x ,f a c
;.,.u.
D f
% e m. /
,- . , , , ...< ...,.. ..sx.y. /
= 7G' -
7 e, y/
=-
gV e
. ~~
e
- ' .~. ' g-. . -
\
~ -
~
Tur...... , d-- #' i g ,
, N.
f =- ,
; - .:=.A- r._-
ss Evacuation Time Estimates Figure 6 h"N!o#no Salem Generating Stations Hope Creek Generating Stations
, . _ - , - - _ _ - _ _ _ _,.-,__,__-____,.y_,_,,e-_.---,,,,.,__,._ , . , , .
4 f" l
~@
< 10 Miles
,e (j/ ,
h- _ Ar f-- z " i ,
@ \
;::== \.
~
Am.: A== \ g_,
,3 -\~~
b.. y)
~~ '
i
\ .. ....
i ,
~
_ N {
- /
_ EEIN9 %
~
l iS Assea "a= ., \ w @> -
++pt
{ k? l
.:+5;)
g\ x
~
as.t .a % N. Pfanning Areas Evacuation Time Estimates ' Figure 7 90* Section E 1 Salem Generating Stations Hope Creek Generating Stations l l l
i - h 2 Miles
')
w
,N
%
- Ny w ..-
,,ay TE* __ % '; " ' ' 'i> *,
i ~s m mm& ~ l
.o I
w w O'
.' ,,,,,\
\$
p
.=- ~ ~
1
- ' s_ a T
_ J
,C '
l nL, , t2F , s
... .. = % '\ ,
} s':ll:.* '
k Planning Areas Evacuation Time Estimates 180* Section F Figure 8 Salem Generating Stations Hope Creek Generating Stations
)
1 . l
~
r i % h 5 Miles
./
/
4
~
f
,~ '\~
l An.e n
& ',N
'N s, _,
- ' 'g'
3 jlf T / g C ] _?p :- s
\
~h
~ p"x ..
. k' {
fgG pls Y .
+
.s
, j ! '
p
- 4.
s 3 . W 1 x ., l
' f $=_- '\
Planning Areas vacuation Time Estimates Figure 9' 90* Section G Salem Generating Stations Hope Creek Generating Stations
- - - - ,, e y . ---r-,---,-r+y-- -- . . - - , - - , _ . - - . - - - e- . - - - - - , - - ---- -+-
k E = = E
- , , 1 -
h 5 Miles _ Mm
! .' , ~ .
_r .. . . , 1 s
%W 4; -
e <
. #1 hv *0a ,, '
,e , , .
j C ;;h:0~i , 7.:.g , _%~> = ~35' ' f . , y,;glL.'g 'db'm*~5 , 2 '*' '
$; 7@h<'~ c@_p'd$^
; j, j 'g o..N
,=
--g: m - --
'y 1 a m te '
A.4 e:cd g i #.h ,_ m 3 - _. ,/ q a,
+
. .a ,
,-sv t~g
', g'
'A u.
^t 7,f7'
= s.
.j:ye E
x un do ggTF - o NN, k f Ei~=~ M-:.=- \ r Planning Areas Evacuation Time Estimate 5' 90* Section H Figure 10 Salem Generating Stations Hope Creek Generating Stations
J 610 MIIes
./ >: I 1wl~
[J W l g ,'
. '.:\ % .,
R g,, 2
-mv x .x.
M-
- . .M l _ .
.)
' c =_-7
., .s :Mi@ q>
- w w,, .u,
.~ s
- 7" ;
- /@L, '/ ggps.,v- wgg ?g l, .,e / .-
, , ~
, 1~ .
I J .mj" :x.N R%.1${favi 7g l & 8.hk $*** 1 J ,, A"g ~-- ' Q ' ~ g ..
%-
- g93,34$.II.?~igg ?Eh u.. ?~~W%%V j
. i / i ge.ts v.
. *g -
3.. m .g,
., g,, .-
*4 ,. 4- -2, o.y w.- . -" -
_ y. .7::. g \ N Nhd
-u- ifff d . ;/ '. .U- ~ I A' .
r$8 .. s-- 1 s
# , n-. .-
M br-- 4 gkgs s .- .Iky" d.# [+
- g. . .
~
g.P _4>+.a.s.ga gy' 'n , . 4 e- ,. I
+ A ;j" , .
'g, i
p::4
'$.bhk . f ~_ ig '"
- s. .
'Q ' -. . -- . .>. --
_..? _,
.eg
$$:hI/' ++
. *g -
%._ %. gr
...... !== \
j =a- -
, = ~ a ,_.- N.
)
an A as l , Evacuation Time Estimates Figure 11 Salem Generating Stations Hope Creek Generating Stations t 4
w __ .
/M y 7 q 3 = n..
2 ll 1 -
. E
- i. .. . E b n'.w < n%g, 1 -
y- - . n,hhe cR IX s mN
't$;#. lL%'s,. j' *N n
&g'LAf~ . - -
f g ,
.s n;a_ss,ni. ? L m
~
;; } . .
n m ; f,.
***3,+W>
'6.pp f r\ -.
y o _ - s q
.R r_ .
*2 _. s ,
v
.s_ 4 a u -~ ,%
sa, y ~ " yg
,;.,
- awp y
m , . y
.) .
;k v -= .;.
g . $$$$Y x\ . awLt . . . g
.. _~
x, a
, 444;.=:(<q..sw>:gg9,,;.
,- ~ 4 w
\\ ~
r :p ; ,4 y ~ v.- ff
- > ~. .$ s
;ge.
~
kr, 'NQ
' ......<- \
kr N' .
. . . , . . ~
l &~2-y_.,,,,- - \ - Pfanning Areas 90* Section J Evacuation Time Estimates Figure 12 Salem Generating Stations Hope Creek Generating Stations
8
.p" .
g
$ 2 Miles
+ ---- .
4 Il s -.an:> - m
- w a
., s.-
,r.M,., ..' *
( s 4
.s
. ... ., , + . . '
!h ~'N' \
k? I [ihQu. a' % ^,b u 's
,,E','
~ , %. Q*
. .~ '
%s 1* g s
^,,-. 'pl,"sj h., I
- J ,I+'
..,., s
<s '%
~s - -
x .: , .~+. , N
~< 't ~~,-
'. : t ; + ,~.,,%,<
'.s s .,
. ' s ~,
;;, n: , ,s
, < . ~f .c, .+ .,,s s ,: . a 1,e s < ,.
s+- ,r - u. s.>
* $a.eO *
.* m~v 's - s '
-v ,sp (s~ ,.
" .,4, s >
x ,, e' 'e,,.
* ?-
.^ s
'n
'$ ,1, , ~ + 4 .+ - .
n.
, ,e -
' 5 y~,'
,.s, <
.,sp' 's e ;~
. ~ ~. :3,, , sg . ,~y m '~ n., ,, ,,,s em .s.
/-
' - y
, ,. . .:.~ n
' 't$ < c> { .':,) ,s'
- _ ~ ~. ,
>~Q, ~ e < ,
-c. n.u..u.s, a n,
, *amme ,- ~
;. ?
. ~s " ,- .a.. ..
,~y l
.x
~~*
, Q+ ,'$
' gsav c:3, .
s %
+ + ;, . ,
, . ';; <g+.-
')
'/
g J 3 <'
, " 2'
, h' ,} ,- ( .' , ; ; , f,g','n. .
f
's- % '.
' ,.:'; e r:: ,,,
' ~
s,<
- m. ' % i W
g# yw -
# y 4,-
- , - t
.. < x W -W" e,
;f. _ L' , .
y ,y.:.. t;k ~ w, s
,,~ a r 1,
e w~ ,, , .c r, , e m z - y .
.. ,; s : y. ., u :,s,. ,~..s., -
,. .- ~+ L ,',.s.
.s
.s .
- * ~, <
,s.
u , v s.r, Ap,., - e
+
n .
-.a ,
. w. ,-"
, ,o,4,.+. .
'~, <?< ^>?$ k .
~
1.,,,. e- .> t,$. + q ,~ ~ &,
.+f , .-
+<~ ')
,s ,
't,)y s,,% ^y ,( 't> ^ /,
+
"+% [; ,[ $- ,s -- ,
,t
- x, y, , , ~ * .m , n 4,4 se ,
s
- n. .a,~. '
e,a 4; ' ch ,
,', g.~ ,
+
3 ,w ,
.,y{>,~~b$'.*l"'5v, e.m
.ps ^ ;,
x v M.;-
*gr.
- ~ * :% ,* -
3, g'+s
~,,
>~
;,e
, 13< ,* ,
.,. % :.'~
L . *q 'r n %s@,T' * '" ts#d, f
^'
, . s f. . x 4,
e.s, w ,, o ^ ts ,~ e ' .v
, s
,g., ,
a 4
?~
i.< : sed. .& i .... .
- =
z w.. g,m ag. e q s;,) g ., .,
- 1.
- s. .
s., 7
~
...f ~ s., (
i . Planning Areas 360* Section K acuation Time Estimates . F#gure 13 alem Generating Stations ope Creek Generating Stations
. 1 m
1
/ Sj., } -, $ -5 Miles -
%%. f;I ,,(- /, '
l\ +( ;x f .
~
. :::r-v c
w z,,,,,,,
- 1 y; ; ;g: m, -
,/
a
. 3 p* .=
t/ / ,- a., -
/
M', , >% 7,w- 'y "
+
~'
- b. s e
.c. .
- , ~ , s 9, ,~ e G,: , a ~ 'N
.- , s.s
', ,,, - I ==- .s
. . {
N
- s
~
^: <.: t .+-
/:,L:[~.01- ~s
\; e ~ '
' ..,,s ,,,s x m *\:, w',
/. f. .,,,,.m_
, ~[ < ; Is '
- _2
\.m + \
,. ss
,,t. ,
,,"') ** ' ..
1
, .+g g ,
<^'^+,'\ '
~ :s .1 %.
, /
. , s w ,
- m. , , *, ' .
. , ,,,.,~a . [ ,, \ ,<
- x. m,,, ,r., i ,. < -n$.:sv w s .
< ,ii > w ....
n.,.,, w
,e ,
,o- ( \
- g. <. [ ,y '.= a m e - f '
( '-
.-Q, r=
I 3
,s 4, . ^ ' * ,
J
- - / -
r, y g g z w ., %, ' , a.%, < 8 _ m
-[- , ,
- . . l- , W ,'>.
; ,, e,,, ,,e w
- w .
- 't A,e. 3 : : 1, g;. . > .;,,;; s~. " '
&, s <2 . ) %
- m \ %. f ,f..y.n.q'b
\.A. s'#
(,/ ;, n- l
,+ . .
, e,., e. .!,
. .n -
i A lNT~?&!J'7'
?~, ,O, s, ~f ,e, ;*6 :
4-~, ' lv l'l,'&,:, , Y/ ,- g ', , : :x
'%g:.: a -
, .' t ,fc,$,< 3.>,a m
- 9, ~ . , , , , ,'
s ,, ;j, a ~ j ,' . ~. + - y~.+,y;~O ,:n+.' w se r:' M, e//;.s:79.. : -
* * <.p,:
y..;,%'p, - - ifa :),; m,l ,n '
- Ar.ese>
M' * ' ,*.;,:'; ' ~~
~- ~~
,- ~w, n::;n .w ,
1,, x7
' q}~ ?
+1g ,
Q.jj Nj, 'g
...... - L"":'- ' '. .'
~~=--
. .I _-, w
- Planning Areas . Evacuation Time Estimates Figure 14
. 360' Section L Salem Generating Stations Hope Creek Generating Stations i
# /
$ 10 Miles
., ,i ~/ .
M . =* ~~~ ~ w r_~3 - n% . -:- ---
;r . s, r e ~ m~
- (=, 'x
,[/ , 7 s
q r
. ,] 'c a - ~3 ,
, .- g .-
/s % ~.2 h L. _
. ,,:- '! -l
/
/
.N s
l
-I g x
/ _ .= = f 77-ya * *~ *d4
. s.
\
, :1 -, -.
. _ ?
).;i '
s N.. . . . . . f._ . K% k
/</ f f =i \ \c ,. /
\ ....,,., ...
i .a1 . - V,A .,_f ~4 ', c :: .. ~ \ j
,4* %<(;s N1' t -, -
w L A <!=' ., - e j *) --
' i= i C, .. s
,, y y ,. y, 2 1
g . [\ 3, s n N t
'\ ys./ / es 'W-
'7
- -- -/
/
- 'x x J --
'x 4 =% :......../
.........3j%.\g,p/ x
- ~
yw/ m .- _m 3.N
\. N j
w g.a N,
... . \.j. ..-
d e _ s
.,s /D
! - = . - N V Planning Areas Evacuation Time Estimates . Figure 15 360* Section M
. Salem Generating Stations Hope Creek Generating Stations
data concerning persons per household and households without automobiles. In New Castle County, the number of transit-dependents was estimated based on 1970 Census data for households without automobiles and University , of Delaware College of Urban Affairs and Public Policy data on pers6ns per household. 7 For people in households with automobiles, the evacuation analysis assumed one auto per household. The transit-dependents were considered a special cases and, as detailed below in IV. ANALYSIS OF EVACUATION TIMES, school and public transit buses were assigned to routes to pick up the transit-dependents within welking distance of their homes. 4 l b
)
e. TABLE 2 . ESTIMATED PERMANENT RESIDENT POPULATION BY EVACUATION PLANNING AREA Evacuation Estimated 1980 Estimated 1980 Planning Resident Population Resident Population ** Area Night Scenario weekday Scenario
- With Auto Without Auto 1 0 - - -
2 623 ,, 428 579 . 44 3 230 150 212 18 4 1,1 96 592 1,094 102 5 516 217 443 53 6 13,657 6,958 11,509 2148 7 177 130 169 8 8 605 417 551 54 9 91 50 83 8 10 165 159 93 6 11 3,968 2,169 3,881 87 12 4,301 2,398 3,579 722 13 5,144 2,719 4,599 545 14 885 885 811 74 U 0 - - - 16 0 --- - -- - 17 0 - - - 18 0 - - - 19 O - - -
- Population estimates derived from night scenario resident population less estimated employees (working outside the EPS) and schoolchildren residing
{ in each Evacuation Planning Area.
)
l
** Night scenario
)
1
~
_j i i e W g lur. / =====.
~
m _. - 177 \ < :::y F f ,,,,, \ ' g_ ~
\F . -
s
-.m p
i a.
~
s . [ l J%~/8 N '
, r l-. /
/ i .=r '%. N y 623 .
13, 6 N\\ 5144 ,
*l w, d a
_\ _x, # 1 , aos _,
.d 3Y ll ,Tf
~'
Q~. y ,- s _o ,Q) 14301 a2s1 -. - . g*"" 1 A m==- giis N x Lh. =-
% ?
f 23o ~2-
#F '. T 2
# 11se
( , Y* .
**** ~~'
A l 1 (%*..
/ no .-.-
* ,/
; 3ssa X '
! g
-. /\ s
........./
-.s s x'
. ses ,,,
/
~,
i Population by Evacuation Evacuation Time Estimates Figure 16 Planning Area Permanent Residents Salem Generating Stations Hope Creek Generating Stations
._~ _ _ . . . _ . - . _ .. __,_,_._._ ___ _ _ . _ - . . _ . . , . . . _ _ _ _ _ _ _ _ _ . _ _ _ . , _ . _ . . . _ _ . _ . _ _ . . _ _ _ . _ _ _ . . _ _ _ _ . , _ _ _ . . _ _ . _
. .a C. TRANSIEf? POPUIATIONS 6
Transients include tourists, employees not residing in the area, and any other groups,that may visit the area. Major egloyers, the U.S. , Coast Guard, recreational facilities, actels, and organizers of special events were contacted in order to obtain transient population dah 5 The following were taken into consideration: 7 I o Major egloyment centers , including: Mannington Mills, Anchor Hocking, the Sales County offices, and the Sales and 50pe Creek Nuclear Generating Stations in New Jersey; j j Diamond Shamrock, Getty Refining and Marketing, American Boochst, I Delmarva Power & Light, Standard Chlorine, Stauffer Chemical, Air Products, and the Middletown industrial park in Delawarer i 8 o Commercial traffic in Delaware River and Delaware Bay; N i o Faculty and staff members of schools, hospitals, and nursing homes including all those facilities listed below in II.D. SPECIAL PACILITT POPUIATIONS. o Recreational Facilities', including: Artificial Jaland, Mad Norse Tract, Maskell's Mill Pond, Killcohook National Wildlife Refuge in New Jersey; Woodland Beach Wildlife Refuge, Augustine Creek Wildlife Refuge, Augustine Beach, Chesapeake
& Delaware Canal, Appoquinisink Wildlife Befuge in Delawarei Fort
- Mott State Park in New Jersey; Fort Delaware in Delaware; Marlboro Marina, Cohansey Marina a Casino, Nancock's Barbor in New Jersey:
Delaware City Marina in Delaware; Meadow View Acres Casygrounds and Rolly Mountain Ski Area in New Jersey; and the Visitors Center at the Sales Nuclear Generating Station. - i
1 o Motels 10, including: 6 salen Motor Lodge in New Jersey; Pleasant Will Motel, Odessa Motel Court, and Parkwsy Motor Court in Deinware. . In addition to total population figures by snift and day of week
' (employment) or by day of week and season of the year (recreation),
data was obtained, where available, on place of residence and means of transportation (including carpools) . Available data by facility , for egloyment centers and recreational facilities are tabulated in Appendix C. Tatie 3 (page 11) presents the transient population figures by Energency Planning Area for weekday school-in-session and nighttime
! summer scenarios. Figures 5 and 6 map the transient population.
J l There are no mejor employment centers closer than eight siles except commercial boats moving along Delaware River or Delaware Bay and 1 . the generating stations themselves. While there is hunting and fisbing in the EPS, a najority of that population is expected to j be local residents, especially on a typical weekday during the school year. Bowever, estimates from marinas indicate that a larger number of their visitors are from beyond the EPS. Fort e tt and Fort Delaware also attract transientg but for the two basic scenarios the numbers would be small to non-existent. Woodland Beach, which is located approximately ten miles south of the plant, does attract large numbers of visitors in the sunser and there are counted in
- the nighttime summer scenario. .
The population distribution in the EFS would change somewhat for I scenarios other than the nighttime sunner and weekday school-in-session scenarios. For example, on weekend days during the hunting or beating seasons, the number of visitors to wildlife preserves
- or marinas would increase. Bowever, the estimate of the general population is not appreciably changed because a large portion of i
/ .
f l., 2501
~,,,, ug i 7875___. _f q -jN-
{c$*
\
( % f ,= = _ _ f, y '{ ~
~
-am-1008 % ,45
- 1 [ 1982 ,
j k_ 3,Y[. :."j Ng I :=-/ i *j p-
- r-- .1- s- -
~ .: 7222s j ! .
iy .N N. 693 g g ,
' ;/r--C.7.*g{.fi=. 0
, 4,g,114g i
7 33 , 512 [# . 212 , . 1f d o,, d,,, ,,,,,s, p m\ J . 1018 \ ' " ' * " s sa
* !' N
====
181 0 0 ' 0
. 0. 131, y F *
/
- 7 *"*;*,, T 3573 0 \ -#-
g
' 808 I 8si [f m3
'3 3407 , e ah. . 78 1 0 "0 O' s
~q L. i #
s p__ a. O'
. j
, s" mu m :~:.
0 0O {f *: n '0
- y 31 O
\ .,..,
s ,
/ . r~
ED' k \ 15 r 0 528 - 1554 1 g j e
. /
1 {gm% \s23 ., 27 1s g q.h, O
/
jj ,\ , . sg.,,,,,,1 " 7j s2s / s07 i } 3',,. .
\ ..f
S b N ,
. . . . . s. .s2k.e T.
1s2 -
/ g\s (s
s22 .- 371 . . a - s . - 3, . s jS, Ss.
. .\ ... .s \ .
gf i
\ Js.es eA 178' f r,
s2 1 - s,,~ Population Summary Evacuation Time Estimates Figure 17 Permanent Residente Salem Generating Stations (Based on Dresdner Associates. Hope Creek Generating Stations Population Distribution within 50 miles of the Salem Nuclear Generating Station. April 1900)
/
TABLE 3 l TRANSIENT POPULATION . BY EVACUATION PIJLINGING ARBA - BY SCENARIO
- 1 I
Evacuation Weekday Scenario Night Scenario j Planning Area Total Suployment Visitors / Tourists Total k loyment Visitors / Tourists 1 3,345 3,245 100 729 729 - l
- 2 - - - - - - ,
i j 3 ao so - - - -
- 4 75 25 50 - - -
- 5 42 42 - - - -
1 l - 6 1,211 1,211 - 237 152 85 j 7 77 - 77 - - - j S 65 - 65 - - - p ,e i8 gg - - - - - - 11 111 111 -
, 18 18 -
t
- 12 425 425 -
45 - 45 . j 13 2,387 2,347 - 345 315 30 14 50 - 50 500 - 500 15 15 15 - 15 15 - I 16 15 15 - 15 15 - 17 15 15 - 15 15 - i l la 15 15 - 15 15 - 19 65 15 50 15 15 -
. e 4
4 1 Transient employees and visitors / tourists are persons who reside outside the EPI. Figures for visitors / tourists are counted in the normal weather day scenario but are not included in the adverse i weather day scenario. i i i 3 =a-..... ... h==.a <= current fr.hruarw]enn eatimata nf mawinom number of construction workers at Hope Crevk _ _ _ { _
9 - l ,
/ ,
h /,
' r J ( *" 77/0 -w 15 I = . .:. _ , W/
= - .
l 2387 #
'~
y , _g .g N g g o/o N a= = . 1211/237
\x #
l f [- , 0
' l -
\'-
y ;
,)
j
/- ,& u, ._
] 3385/72 '
-f a';'.*r -'s
. D"== = 9 MN 2
425/45 15/15 i C 42/0 ) Y . =h L
\I L _ ;='. 0/0 0 \ == p.. - , N l
,4,, a.= l
-- 3
.g ( ! "'" 1
[ 1$55 , ' f , 15/1 s 4-N
\ ,5 /
f u .. , . e ~/ / j
\
; wa / '
i
' .a upu n /
gggfgg t
.s
";'.." 1s/isN
\g -
N 50/s00 J. l
. -b --
- SNN, .
15/15 % f
. Population by Evacuation Evacuation Time Estimates Figure 18 Planning Area .
ht Population-Salem Generating Stations Hope Creek Generating Stations , i
,,-,-.--..---_y --__,-.--,.,.--,-_,--_.----_,-----,,-,._______.v-.
, , , .,--,m.-_-_---%%,-m_,,w-_e,,ym_. -c- - ,-s--- _ -- , - , - . , , ,
l s . i
., m w=
/ N 37/17 I -
1112/1s7 - a75/2c , ' N**/N- ['NI yN i 1 \ g c'Nmpw 'h::0ll"*. ~
,, j,,
3 3 148/5
.\ =.
30/10 i
~
$ 26/0 s
f p
~
1:ll:: I g;;;-./. 875 I; J/$ -* g s% 71000/185 I - N ef) , \ 6/0/, -,,,, s
,, ~ .3 111/0 L . l. . - j s
,,,y ,
.. \ ,
\
g 37/5 I4 7/7f [ [ - **""'
'K, , N s il 0
i
, 3.m.'9/'at u.( w . . >s.r ag
- s. _-
. O C a*a s
) i k W-IN A 3 5/3-
- 2 00 0 O
\
i l' f "?!I 427/47 1/2 _ 0p 9 E ~ __ '30/0\
'3 425/46
.ah; . O I 0, -0 30/0 %- - sr m_ '
%~
l
.q \ '
t :? \ ' s *: '~ \
*""*=
==[=== f/2 2/
y;. \b Q_ j i. 0 22/22/22/2 ] , Os .
~
' /.
~~~. ', \ /
\ ,
0 g . n . Qm- $ i 1 10/0' - { . D. ' sisj ,\ d s
<- - sb.. i jg \, a W\ 8% ,/ a . .q.,.. . . .
I 12/12 U ' s O a
\
./'
818 k
} ,
)
\. I
\ .. .J~
....... /
\
111/13 , 0
. , ,]N .,
/M g s .
i 2/2j- - \ - 18/18 - -
. 4. .
1
.... ... . 3g ~
__= ,ggl$. '\, .
/ .
11 s 3' j, -- / 68/513 *., . e
..'**. 4/4 W ,N.,
g ---,,,, .,. i 1 Population Summary Evacuation Time Estimates , Figure 19 wanesent popusesen Note: 3385n29 at Salem Generating Stations Salem and Hope Creek Hope Creek Generating Stations Generating Stations L_ --. .._ -_-_-_ _ - . - - _ _ - - . .-.-
.J 1
i 1 l
; these sportsson are residents. In both the above cases the populations in other places, such as employment centers and schools, would
( l decrease. In general, these changes in population distribution l would not be expected to significantly alter the total D2 evacuation times. l Most employees and visitors in the Sales and Hope Creek EPE arrive by private vehicle because of the lack of public transit in the i area. Those that do not arrive by private vehicle generally live ,
~
within walking distance. The automobile occupancy was assumed to be 1.4 for employees and 3.0 for visitors. Certain special events (including "Open Bouse" in Greenwich, Christmas in Odessa, the Antique Motorcycle Show at Fort Mott State Park, and the Salem and Lower Alloways Creek fairs) are held within the Sales and Hope Creek IPS and attract large numbers of visitors i from the region. These special events have not been specifically accounted for in the population estimates and evacuation time estimates since they occur infrequently. 12:e specific dates and attendance estimates for the special events are listed in Appendix C: Employment Centers, Recreational Facilities, Motels and Special Events. l D. SPECIAL FACTI,ITY POPUIATIONS Special facility residents include those people in hospitals, nursing i homes, correctional facilities, and schools. Special facilities in the Sales and Bope Creek D3 were contacted by telephone or letter. i The following specific facilities were considered: ' o sospitals and Nursing Womeal , including: Sales County Memorial sospital, Salem County Nursing and Convalescent Center, and the Association of Retarded Citizens in New Jersey; and the Governor Bacon Realth Center in Delaware. lI o Jails and Prisonal , including:
~12- -
' l i
1 1 Salem County Jail in New Jersey and the Delaware Correctional Center. j o Schools 14 , including: John Fenwick, Elsinboro, Lower A110 ways Creek, Mannington, Quinton, Sales Day Care Center, St. Mary's, Votech Center, Sales Middle,
, and Sales High in Salem County, New Jersey; Woodland Country Day; Stow Creek and Morris Goodwin in Cumberland County, New Jersey Silver Lake, Redding, Broadmeadow, St. Andrew's, and Middletown High in Middletown, Delaware; Corbit Kindergarten in Odessa, Delaware Townsend in Townsend, Delaware; Commodore McDonough, Gunning Bedford, and Au Clair in or near St. Georges, Delaware; and Delaware City in Delaware City, Delaware.
Data was obtained for special facilities including population and any I special transportation needs, such as wheelchair vehicles or ambulances. They are detailed by facility in Appendix D Special Facilities. Special facilities are mapped on Figure 20. Special facility populations for weekday school-in-session and nighttime suimmer scenarios are shown below in Table 4 and mapped on Figures 21 and 22. 6 4 l i 1
~
. ,-J" ..,
g> - B_.w ~~ .-
,:c y ~
l, w* " 72 l q ss '-
% [yh , 1
,,,,, s
'9
$ F o
. -~ *W' ~'
-l l,
/ n .
, \ ; c:t >
r ,-
,} .' 's l '\ f ,
f,. s , m -
~
.i ~ v ,-
~., h ss < f\, ! 3
/
s ,- .. u -= y i < v e i. ~,a
! N ]
.. El
[/*f ~, ,,
' _,,,j * -
~",-
--.w
,, ... # -**j
_ - .... N.... j eg! _ -j[ , c.:r. : - s
*'_s
~
.bd F-s3 c ,, -
~( '$'b(< '*
..,, f *
- g. y-g n
*s s %p , -)
1 ,' N
\ -
,,/i
/ 8 s
% ' 3 i J '
_. u i \q / ws., /
'a L , l \ \' %, W
, (. i ".' h , .......... , T ~
s
/' NA -
\ / -L' ,.* / g.
5 w/
.e ' -;f /, t 't 's '-
n/ ,
.,6....,s. .. \, >
/
, s .
/ # s x y s ,
\ ,/ f a s . t . ts, 7 .g
# g s '
- - - l \ ,- \
k / 7%- e $ $
. . . . ess .a
- V -
^
...t.. ,
' ~
l
- -%-a,=
1 w . l i __ , c, % s a.- . se.= omem no sum.a 4.nu. 8.none ,wn
.c c Special Facilities Evacuation Time Estimates Figure 20 . Salem Generating Stations Hope Creek Generating Stations
2 i 1
-+ l s'
~ >
^
=d -
_ A _. .h-
==- --
s
--.1 y-g[/w -
N
, i- ,/
.._./-t '
3sso/se7 x
\
j jl _ _,\# is21/2s1 l j - _ Il n f,- f __. u -, [ -
- \
. .fN =
.N..... Y
%i /
, 23s1g g , ,,h"* k -- 3
! i=r 255/o x=p -
w~ f'Q* 5, g%:q ,.
. , . -' . 120!o i
\
s-
,/ n . 3.,, .
N 1354/1230N x - eg - * /
.......... ./
sg
\.-- ";,". N, 4
/ g, .-
~ I,
- . ... , l mmm l Population by Evacuation Evacuation Time Estimates Figure 21 l Planning Area U[.7""" Salem Generating Stations Hope Creek Generating Stations i
i t
l -
)
i 4 l
' N.,121/0 *
/ i 391/222
- %AN- - 2469/0 ,.
.I
/ (' w M(.
\ 1 7 -
s : f.f i I 4
'g l 1230/0 , % * * "
358/0 i M e . 121/0 l' 9 ' { 301/2g'c y , 2460,/0,' 'W s. - g.~: , i :=-/ - 1230 ,,,.,,7,, . , g... -jfo] y ,-* ass /O-' a
' .s.sN s
ny f 4- t
~, -
,_p %
' , 0 e '&,
a
' 5- i H .g;-
^[\
~
, . ,0 -
Y ! .
'O Oo.O s s.""" "
/a a?t
. P- *- 0 9 K -- 7 2329/0 1 -
.i ')
q l 2329/0 0 ' i
- w - 0 ,f 0 h0 d -
\ 8~ __
g
,0
'?0 y
f~4 p l ;yfVp\ n n .
. ,. 0
~ ..
_ _} 47'4/250
' i .: o
\ .
a 6' , f0 'F '
,,t;;,. ,
x .
./ \ + ....,...' =s X
3' - , f,y ,h r'
, o$
s \. \ .. .'. . . . . .
/ p 800N .
. . . , . 0 .,
- ep 5'. _
\ '
j F ,, .4
" d iid0#00 g/ ,,'. s -. ,,
...... - _:;, Doy/ Night .,
l Population Summary Evacuation Time Estimates Figure 22 Special FeoiNees
! Populegen
- Salem Generating Stations
- Hope Creek Generating Stations i
1 1._~ . _ _ _ . . _ _ _ _ __ _ . . _ _ . _ _ . _ . _ . . _ _ _ _ . _ _ _ _ _ _ _
TABLE 4 SPECIAL FACILITY EOMir.ATION BY EVACUATION PEANNING AREA BY SCENARIO Evacuatton Weekday Scenar10 Night Scenar10 l Planning Area Total Ambulatory Wheelchair Stretcher Total Ambulatory Wheelchair Stretcher i 1 - - - - - - - - 2 - - - - - - - - 3 255 255 - - - - - - 4 120 120 - - - - - - 5 321 321 - - - - - - 120 52 367 195 120 52 4 6 3,590 3,418 S y - - - - - - - - s - - - - - - - - g - - - - - - - - 10 - - - 11 1,354 1,354 - - 1,230 1,230 - - 12 2,361 2,36 1 - - - - - _ 13 1,621 1, 56 0 46 15 251 190 46 15 14 - - 15 - - l 16 - - 17 - - 18 - -
- - - ee em fh
(
- ---- -- --- - ____ __ __ _ _____x
III. TRANSPORTATION FACILITIES A. INVEtFIQtY OF VERICLES AND ROUTES To identify transportation facilities within the EP3, primary evacuation routes were determined and transit facilities were inventoried. . Based on information provided by the New Jersey and the Delaware State Police, the Delaware Divison of Emergency Planning and Operations, County , Planning representatives, and by field reconnaissance, primary and secondary evacuation routes were selected.15 Each of the selected routes, as well as others, was traveled in order to assess its sufficiency for evacuation purposes and to determine the characteristics (number of lanes, lane and shoulder widths, location of traffic controls, and travel and posted speeds) required for capacity coqutations. 1 Information regarding transit vehicles and special vehicles available for evacuation was obtained through phone contacts with transit operators, , school district officials, emergency vehicle operators, and administrators l l at the relevant special facilities. 1 l l Table 5 lists the buses and ambulances within or near the EP2. Only those buses and ambulances which are normally kept in or used in the EPS were considered in the time estimate analysis. B. SOU,TE SELECTIONS 1 In developing the evacuation routes, it was assumed that the primary . evacuation routes would operate in a normal two-way traffic pattern l l with the exception of the access road for the generating stations and any existing one-way streets. 2 1s operational strategy would not only permit emergency units, special transportation vehicles, and' residents of the evacuation sone to enter the EFI, but would also minimize the possibility of a total blockage of a route because of an incident such as an automobile accident. If an accident did occur, other traffic could be directed around that point in the opposing travel lanes. Bowever,
1 l l
)
1 TABLE 5 TRANSPORTATION RESOURCES '. j Associated Veliicle County Township Facility / Service vehicles capacity Salem Salem City Sales Day Care 1 van . 20 Ambulance Squad 2 ambulances 2 ea. I Salen Non-Emergency 3 vans 2015,1912 { Transport . 1 station wagon 5 1 bus (from State DOT) 24 Mannington votech School 1 bus 54 l Association of Re- 1 bus 54 tarded citizens 1 bus with wheelchair Rehab. Center lift 18 I Fire Company 1 ambulance 2 l Lower Alloways Iower AllowaysTownship 9 buses 54 ea. Creek School District 1 bus 22 Fire company 1 ambulance 2 1 rescue truck 1 i Transportation officer 2 buses 40 ea. 1 van 12 ! Elsinboro Elsinboro Township 2 buses (contractor) 54 ea. School i Fire Company 1 ambulance 2 Quinton Quinton Township 8 buses. 54 ea. School District 2 buses 16 ea. 1 bus 22 g Ambulance Company 2 ambulances 2 ea Outside Coast Cities 8 buses 54 ea. the EPZ Fire Company 2 ambulances 2 ea. (Pennsville) Transportation 8 (school) buses 54 ea. i Superintendent 1 bus (orthopedic lift) 32 (Pennsville) 1 bus (cadet) 22 3 station wagons 9 ea.
i . i TABI.E 5 (CONTINUED)
\ssociated Vehicle County Township F. lity/ Service Vehicles capacity Salem outside Salem County Transit *3 buses 35 seated l the EPZ 16 standing Salem County 2 vans 8 ea.
2 station wagons 8 ea. 1 bus 15 4 County Superintendent 1 bus 14 of Public Works Salen Non , Emergency *1 wheelchair van 9 and 1 Transport wheelchair
*1 wheelchair van 6 and 2 wheelchairs
, John A. Wyshinski 5 buses 54 ea. Family Bus Service 2 buses 54 ea. ! Wm. Bright, Jr., Inc. 6 buses 54 ea. 1 A. Cooke Reeves 1 bus 54 Cumber- Greenwich Morris Goodwin School 3 buses 58 ea. I land l Stow Creek Stow Creek School 4 buses 58 ea. l District l Outside OEM Operations 2 vans
; the EPZ Division 1 station wagon Sheriff's Department 2 vans American Red Cross 1 station wagon
] (Bridgeton Chapter) Cumberland County 2 vans with Senior Citizens Buses wheelchair lift 6 ea. 1 van 22
! 5 vans 18 ea.
j 2 vans 16 ea. 1 van 14
! 1 van 12 1 van 10
, New New Castle St. Andrew's School 2-3 vans 8-10 ea. Castle School District ' ]
- Resources kept outside EPZ considered in time estimate analysis.
1 17
l TABLE 5 (CONTINUED) i Associated Vehicle l County Tcwnship Facility / Service Vehicles Capacitu l I j New New Castle Broadmeadow School 4 buses 48 ea. l Castle School
- District Au Clair School 1 jeep 4
^
1 pick up 4 j ) ,
. Gunning Bedford 27 buses 55 ea.
School l Commodore McDonough 5 buses 66 children School or 44
. Adults ea. l i
i Delaware City School 1 minibus 16 ' odessa Emergency Services 2 ambulances 2 ea. Fire Board 1 rescue truck 2 l
! Delaware Emergency Services 3 ambulances 2 ea.
City Fire Board 1 rescue truck 2 2 Port Penn Fire Board 1 rescue truck 2 .1 tiddletown Fire Board 1 rescue truck 2 s senior center 1 minibus 16 i Townsend Fire Board 1 rescue truck 2 i AFpoquinimink Carrol C. Bilbrough 20 buses 44-48 adults l School or 66-72
- District children ea.
Fred Johnson Bus 9 buses 44 adults or 66 Services, Inc. children ea. 1 bus 48 adults or 72 children i . Fire companies 15 ambulance units 18 rescue trucks 12 rescue boats 1 van 4 4 J 1
However, in the event a primary route became igassable, contingency , or secondary evacuation routes would be utilized. The primary and secondary evacuation routes used in this analysis are detailed in Appendix E j Evacuation Routes and are mapped on Figure 9. i i The rerouting of evacuees to a secondary evacuation route (as described below) would be at the direction of the State Police or local traffic , control personnel. The actual iglementation of such a diversion could be accomplished by traffic control personnel assigned to strategic detour 4 locations and/or by emergency radio broadcasts. The use of contingency routes has been assumed in the time estimates developed for the adverse weather scenario because an assugtion of the adverse weather scenario is that portions of primary evacuation routes are closed by snow or flooding. New Jersey t ! From discussions with local emergency coordinators in New Jersey, it j has been determined that during periods of heavy rain, flooding occurs ] on Route 49 (Broadway) in the vicinity of the Sales River, on Route 540 (Pointers-Auburn Road, Pointers-Swedesboro Road), and Route 45 (Sales or Woodstown Road across the Mannington Lake and Marsh) and on Route 49 (Main Street) at Allowey Creek. Under the adverse weather (worst i case) evacuation time analysis, a rerouting of the traffic assigned to the first four primary evauation routes to contingency routes was a used. This traffic was diverted to Welchv111e-A11owey Road, north on McKillin Road to Swedesbridge Road and then to Cospromise Road and Route
- 45. Traffic from the east and south of Sales City was also diverted along Quaker Neck Road to Quinton-Action Station Road where it joined welchville-Allowey Road. In addition, assuming that the latter location on Route 49 is flooded, traffic south of Allowey Creek would be diverted
{ along the Quinton-Warnersville Road to Alloway Road. l 1
Delaware - 6 The DuPont Parkway (U.S. Route 13) is a major north-south arterial highway through Delaware. Average daily traffic on the 24 mile section wityn the EP2 is 23,000 vehicles. In the event of an evacuation, this route would be cordonned off. Te acW=to the normal interstate traffic, the Delaware State Police would establish detour routes. Route 9 frequently floods between Port Penn and the Reedy Point Bridge to the north and between Port Penn and Augustine Beach to the south.19 During such flooding, Route 423 west to the DuPont Parkway could be used as a contingency route for re-routing evacuation traffic south of Augustine Beach. If traffic were unable to proceed north toward Delaware City along Route 9, Boyds Corner Road would be used as a contingency route to the DuPont Parkway. The segment of Route 9 through Flemings Landing has not been considered , l as a possible evacuation route because the Flemings Landing Bridge has ) been closed to traffic since July 1980. Also, the segment of Route 9 leading to the Silver Run Bridge was not considered a reliable evacuation l rou te. The Woodland Beach causeway in Delaware (Route 6) is frequently closed because of flooding.20 .this causeway provides the only roadway from Woodland Beach. It has been assumed by local emergency coordinators that in the event of an evacuation occurring simultaneously with flooding of the c'ausewey, the population of the area would be evacuated by existing special evacuation procedures established by Citizens Bose Co. 41 of Smyrna and/or by the National Guard. C. CAPACITY DerERMINATION The capacity of the existing roadways to accommodate the anticipated vehicular volumes is a critical element in determining the amount of time needed to evacuate any given area. The procedure used to determine the primary evacuation roadway capacities was based on the Federal Highway 6 Administration's 1965 Bighway Capacity Manual and the Traffic Engineering Series capacity Analysis Procedure for Signalized Intersections published', by The Traffic Institute, Northwestern University. Capacities were estimated at roadway Level of Service (I45) D in coguting the adverse weather travel times and at IAS E in computing the typical weekday school-2 in-session and nighttime summer travei times,1 A more detailed explanation of the method used in determining these capacities is included in the Appendix A Evacuation Time Estimate Methodology. Locations in the D2 where tr,affic controllers will be stationed to control entry into the D2 and to expedite the flow of traffic have been considered. These locations are listed in Appendix F Control Points. Additional critical traffic control locations are discussed i in IV.E. Critical Locations. If fixed traffic controls exist at such i locations, it has been assumed that these controls will either be made inoperable or will be manually contro11eds or manual traffic direction
; will be esployed.
D. 90ADWAY CHARACTERISTICS The characteristics of the selected evacuation routes are summarized in Table 6. These characteristics are identified by the major links in the evacuation route network as shown in Figure 23. A link represents 4 a roadway segment where the physical and operating characteristics are similar, or a portion of a route between other primary intersecting ! evacuation routes. The links are identified by route name and/or number, route classification, number of lanes (in the outbound direction), free I flow travel speed and computed practical capacity. The route classifi-
- cations are limited access highway (L), primary highway (P), secondary highway (S), and rag (R) . Practical capacity represents the maximum number of vehicles that can pass a given point in an hour under prevailing roadway conditions without unreasonable delay or restriction to a driver's i
freedom to maneuver. , 1
] . . .. . -----____ __. ._. _ - - . _.________ - _ _ .__.~. _ _ _.
TABIJ: 6 Roadway I, ink Charac*:*ristics D s e PRACTICAL
. LlHE Ot:5 Cal #f tCN LINK NUM0E4 Cap 4Ctf7 L (*:n - - - - - - - - - - - ~ ~ - - - - - - - - - ~ ~ - -
LENGTH $8E60 suwf a 0F LANCS OufsouNo 4040mAY
- s t t *t( t he FacM fit tutLCSI ( fte H e DufacuNo (PCE/H0ual es sa se) esseessene sesseesses seesessoas esseems sewee CLasstPIC ATI A massesse essenesene s ee ee e e ee eeeee 1 4LI.F$$ nut imPE #LANT ACCE55 N01 1.0 30 .. 1 1490 SECONun8Y hwy 2 tC C L b5 102 $4L1 PLANT ACCES$ seu) 0.8 30 1 1490 SCCCNJARY Hwf 1 ACCF53 203 ALLP55 Rut pal vf E ?nt t.0 30
+ . _ _ _ 1 1490 SECONonav hwy P*tvfC 10A ACCES$ NO3 ALL0wAY P3 03 JS 1 1230 , SECOND AR f hwy S ALLcyAY 40 P9 t vie 8 0A ALLda f CR4 1.3 . ., 4 5 . 1490 1 . $ECONOARY Hwf A
ALLwtv Can P91 vf t P D4 CPC55CU" a 17 45 L 1400 SECONDARY Hwf f nu f f 0*r.aC PANC0451 54Liiw H AD 1.0 3 Guf tfY4 >00J .9 5 .. __ .. . L . . . 1600 SFCONonnY Hwy SALEM H Po CUFF A0 0.2 So 1 1490 $ECONDARY Hwy
's CuPP 40 M4 5EE L L S A CANfCM 40 0.5 10
. 50. ... L .. . 1490 . SECCNOARY Hw?
C ANTW4 RD Cuff no culNf0N M9 0.5 50 1 1490 SECONO&SY HeV 11 0'fI4h1N M9 LANTON to LINE 012 08 . 90 1 .. 1490 SECONOARY Huf I? C.it'af 0f4 H 4 LIA4 Q11 LINE 011 0.S SO 13 1 1410 SECCN04Af hwy Q u t *4 f0N M9 LINE 312 0.70tN 30Y 01 50 ._ 1 1490 5ECONDARf Hwy 14 Ou t'o f.1N H 4 0. f 0 We e O f PfA4Y R0 0.6 50 1 . 1690 SECONOARY hwy LS SICAL>f ST *ERRY 40 9A t.4 ST 0.5 ... 5 0 _1 1490 SECONOAAY Hwy to StLEtt 't.P0 MuffuNwQ00 SECOMO ST 0.3 30 LF S AL F't H.8J 1 1490 SECCNCARY Hwy SLCut43 ST PT.ELP1dAG 1.3 . 30 19 $4L fW H.pu .._ 1 .. . L 490 SECONiiant Huf FT.ELPSOAG EL5490P0 1.1 40 1 1490 SCCONDARY hwy 19 5AL CM H.RU FL594CAO A4wtLLauRY 1.0 40 1 1490 SECCNOARY hwy 20 $4LEM H.R0 A*wPLLhuRY G4tEv5 Waf 21 0.3 40 1 1490 SECCN0AnY Hwf 1A$4 ELL ML CUFP RD CAf4f0N 40 0.7 50 640 9 R TE S40 CANfDN Pu .. 1 PR l =44 v Hwf 23 0.MtSEELL 1.7 SO 1 1490 74tMARY Hwf 4ft 540 Q . 44 5 AE LL Qui NTCN M'l 24 R if S40 0.5 _ 90.._!_. 1490 #4IMARY HnY M OutNTON 03 JEttCHO #1 0.5 50 1 1490 Pe tMAR Y Hwf C Af4 f Cl4 10 MA$RELL ML CHuaCH so 1,3 24 . q u ,,, , , 1, Ago pq tHaa Y Hwy CANfnN aC CHu'CH #O CCk4N R0 0.8 50 27 CANfors 40 1 1440 P9tMARY Mdf QCEAf4 aC Stud C.h0V 0.8 S0 1 1490 Pe t Man y Hwy 28 C. tie t o1 40 Sf0w C.RoY Pelv4ft no 0.5 90 1 -1490 Pe t wA4 Y hwy 2' CA?sitPI *Q pelvATE R0 STOM CR PO 0.7 SC 10 STO'd C4 Au CAfffGN AD . 1 1490 Palm 44Y Hwy 10 41. hA3 2.3 50 1 1490 Pa l m6 4 Y Hwy 31 Sf0w C4 En to 9t. RA0 PC:4Y mu 03 S0 1690 14 sfow CP a0 p0Nf me O.JEPICMC 0.3 50 1 #4twatY Hwf 13 Cttst?t P0 1 1490 PtimaaY Hwy S f 0'4 LA. AD CHC$fNuf 0.5 50 1 1490 P4 t M44 v Hwy to C HF $ Pluf C ANf 0Pt P3 WILLI 5 un 0.9 50 1490 P4 I M AA Y Hef 35 etLLl1 10 CHF5fMut to 98. 4A0 1.5 Su 1 Je :4ttLt3 to 1 - 14*0 ** t 444 Y Hwf 10 41. aail NaCtNIPUN 0.7 50 1490 Pa lmA m Y Hwy if alLLIS *J NACANt*UCA PCNr R3 0.5 50 1 1490 , 14 WILLIS 80 PONY 'O JFaCHt. 83 1 PalMaaY Hav ' 0.2 50 t L 490 Pa lman y J ') GU9 f4EE CHCSTNuf C8 *4WCH SOY 1.2 25 Hi.f { 40 1 1490 SECON048Y Hwf GUN f' C E
- G8tNCH t0V Sta foENs 0.9 SO 1 1490
*l Get TREE STA THE MS NILL RO SECON04AY M Y 1.J Su ! 1490 5fCON04my Hwy 62 Gum fptt HILL tJ 13 mt. 440 fi .2 90 t 1490 SCCCNoaaY hwy 43 Gu:4 fith 10 Hl. RAD 04 CONS Au 0.6 25 46 A3 1 1490 iECuNdAPY HWf 45 3 t C C*4 GUN TRPC Yr CaEAff 10 50 t 1440 . SFCON0ame %Y YC C*C4ft F ACJt:5 70 MAPLt St 02 1410 '
44 35 1 SEC0f.Jaar Hwy Markt,1f WP GaC4fr $HE PPasos I.m SS L 1490 Pe t:4 An y Hwf continued 4 TABLE 6 Roadway Link Cnaracteristics ' (continued) PRACflCAL t lan, . Linn Or$CRIPfluN LINK NUM0ER CAPAClfv LENGTH $PCto CP LANES QUT SOUN D R L A0 bay NU99re MA!4LI45 PRO 1 IPILE$1
===. .......... ......
TG I4*HI uuttuuND IPCF/ HOURI CLA$$1PICAfl0
.......... = = == e s e ....,. ===essee see....... = = = = = = == s e s s a 47 MILL to G U'l T R E r 1J 11. 440 0.2 4 0 ___, .. 1 1490 SCCONCARY Hwy
- 4a MILL PD 10 MI. RAn YE SPtAIE 10 40 ,1 .. . . 1690 49 $HCPPAed$ SFCONDARY Hwf YE GNEATF $PRNfwN PD U.8 40 1490 Se $HI PPA.iJ $
1 SECONOARY Hw?
$PR9tW1 A0 MAPLL ST 0.7 40 1 1490 STCONDARY Hwy 31 4APLC SF $H L P8 AR D S 70w1 00*Y 05 SS .._... 1 . .. , 1996 92 MAPLL $f . PRIMARY Hwt Tb kN BCK Y busEMf0wN 1.2 SS L 1490 Pal 4ARY Hwf 53 S TA THE 45 CUM TREF 10 Mt. R40 1.0 94 STATMfw$
SO _ ,,_ ,,_ 1, 1600 PRIMARY Hwf 10 Mr. RAD CHf$fNUT 02 SG 1 1400 PRIMARY Hwf 99 SfAfwCMS CNe$fNUT u'PER A0fN 05 $0 1 1600 PRIMARY Hw? Su UPPLA WOTN CHE$f1UT 97 STA THE MS 0.1 50 1 1600 P11 MARY Hwf UPPfr. R4fN S TA THE MS TOWN 80*Y 0.4 S0 _ % __.., 1600 SJ Unprp go ty TOWS MURY PRIMARY Huv 94 ROAD $fDwN 0.5 SO 1 1600 PRIMARY Hwf
$#4NGT3WN U**ER A"fN ROA3STCwN 0.S $ 0 , _, . _.. 1. , 1600 P*lMARY Hur 60 0.JERICMC klLLis PQ RUAJ$frwN 0.5 SO 1 1490 PtlMARY Hof 61 20 AO$f 9mit *J.JERICHu RAARff RUN u.7
- 62 ROA0$f0d4 4AR8Er 00f $HILW4 SuY
$0.. .__ _ ,l._ , . 1490 PRIMARY Hwf.
Rt; A0h fCwh U.3 S0 1 1490 PR I MAR Y hwy 63 $HILCH enY #fE 49 44 aft 49 0 3. ___.)$ _,.1.___. 1690 . . . PR I MAR Y wwt
$U.1419 hf SHILOH 03Y 0.5 30 1 1510 PR IMAR Y Hwf 61 RTE 41 $HILOH Ruf SALEM Pat ...,30 66 0 3 . _, 1 1950 PRIMARY hwy:
$HLGH CL'HN SALFM #Rt JCRICHO RO 1.0 19 41 1 1490 PRl"ARY Hwf:
$HLCH CCH4 JCRICU RU RfC $40 1.4 14 Q-JC4tCHU RTE $40 MILL P0tle 0.6
. 50 50 t .. . 1490 PRIMARY Hwr 69 Q-JERICHO 1 1490 PRIMARY Hwf MILL PChu JERICHU 20 7.f . . . ..j0 1490 TO Q-JEPICHO JENICHO 80 10 MI. RAD t . ., . PRIMARY Hwt 02 90 1 1990 PRIMARY hwy' ft 1-JERicho 10 41. RAD STOW CR R 1. L . _30 . _ ,
?7 Q-JL*lCl40 STQw CRR LINK 073 1___. 1490 PRIMARY Hwf 73 0.0 50 1 1490 PolMARY Hw?
1-JEPICHQ LINR 072 wlLLt$ RO 10 74 JPRICHO RO Q*JFRICHO 10 41. MAO 0.6 ... . .1 . 1490 PRIMArv Hw?
?S 0.3 SC 1 14*0 SCCONOARY Hwf JERICHO R*J 10 Ml. NA0 LINR Of6 0.5 74 JERICHO RO LINK OfS MARLSURO R 10
. .. S0.. . ._J _ . 1490 SECONOARY Hwf' ff 30 1 1490 SECONOARY hwy JFAICHO PO HAdL90RC #fE 49 05 10 78 Rft ** .. ... 1.. 1490 SECONOARY Hwt JC*lCHO RU $HO3M COHN 1.5 50 t t h00 19 JER ICHU DO PTC 49 SCCONDARY Hw?
do
$HLOM CCH4 10 . . SG. 1 1440 $ECONDARY Hwy R TE S40 4-JERICHu to 48. RA0 14 50 91 8 f f $40 1 1490 PR I M AR Y Hwf to MI. RAQ R T E 41 0.S ..So . .. L_. . 1490 PRIMARY hwy 12 eit av wTE $40 $4Lg3 gor 18 SO 1600 SECONCARY Hwy 13 P ft 49 $4Ltd SDRV JCRICHO A0 02 $0 1
94 RTE $40 RTE 49 __ 1 1600 SCCCNOARY Hwf di RTE S40 TELEGRA*11 1.1 50 1 1490 PRIMARY Hwt TELCGRAmt ALL0wAf 50 0.3 50
*4 m f t %* D . 1 1440 PR I MAR Y Hwf ALLudAY 00 CCHN$f AL L.2 50 1 1490 PRIMARY Hw?
sf JC11CHO R0 Pft $40 RURUCN HIL 0.5 So, . . .. ,1 1490 A9 PURJEN Hll JEPICHO pu RTE 49 $CCONDARY Hwt 49
- f t 49 L.1 45 1 1140 SFCC404Rf Hwf BURUC's HIL to .41. P AQ 12 $0 1 1610 PRIMARY Hwf 90 Rft 4% to it. 1Au CUHANSEY 0.8 S0
$1 9UR3E4 HIL RfC *1 1 16JO PR IMAR Y Hwy 97 19 tl. RA0 0.4 So 1 1490 p*! MARY Hwf Rue 0FN Hll l J '91. R MI ALLOWAY 80 1.0 SO 4410 1 PRIMARY H 'ef e
l "JABLE 6 Roadway Link Characteristics > (contir.ued) *
. PRACTICAL LINE DE SCRIPTIrJN LINE . _ .NUMRER cap 4ClfY L inn' - - - - ~ ~ ~ - - - -- LENGTN SPPEO . 0F L ANES OUf800NO 90ackaY N J.19 EP M41NL I NE FROA 70 (MILE 51 (MPHI e... esemene=== umessessee uUT 30UN D IPCE/ HOURI CLASSIFICAff emessee=== a====== , ,seses, _ _ee_sessem essessesse sensessessee 93 MAIN ST SICELCY ST RTE 5R1 01 ._5 4 1
. . 690 PRIMAdY Hw' ve watN ST SICELev 57 RC3tN50N R 3.1 SO 1600 1 PRIMARY HW R5 BRIJGCfr)N R0utN50% R RURDCN HL 2.0 .. 50 t _ 1600 PRtwaaY Hu 46 R TE 541 RTE 49 IU 91. R&D 1.3 35 1 1600 P R I M AR Y Hu 47 RTE 541 1J *l. RAD OUR 3 4N HL 0.3 . 35 1 _ 1600 PRIMARY Hw on RTE 581 S UROC *a H I L ALLdv 80Y 0.2 35 1 16CO Pet 444Y %
99 RTC 541 ALLwY 40RY RTE 540 0.8...._ 39 1 . .1600 .PRIMARv -. 100- nTE 49 YOREE ST Q-fawn 80 0.3 50 1 1440 P9tmARY 101 RTE 49 Q-TOWN 80Y PRIVATE Ru.. L.0 _5 0_ t _.1490 PRt=ARY % 132 RTE 49 P91VATE NO Q-ALTION 1.2 50 1 850 PRIMARY Hw [33 Q-ACfl0N RTE 4* TCW's 00RY 0.4 Jo . 1
. 1490 ... PRIMARY ,Hw 10 4 4-4CT10N TUeN 40RY 10 11. Aan 1.0 50 1 14*Q PRIMARY Hu 105 0-ACTION 10 MI NA0 QUAELR RO O.3 .SQ._
lie QUACKER RO Q-4CTICN Town MORY . . 4. 2 45
- 1. . . . 1490 , PRIMAR Y Hw 1 1690 SECONDARY M4 107 3UACEFR R0 TCwN AOMY NECE RD 108 NICE 80 QuaKCR R0 1.7 30 _ _1_. 1490 SECONDARY Hw TCLEGRAPH 0.8 50 1 1490 PRIMARY Hw 109 YeaEC 57 OPO40wAY GRANT ST 0.5 10 1..,_
110 3 UA E E.1 NE R GPANT ST _ ._ 1490 SECONDARY Hw CL A.*C E Y R0 1.3 30 1 1490 SECONCARY Hk til SU A E ER tate CL AtK.E Y 10 41. RAD 0.5 .30._ . ._.1... 1490 SECOND ARY Hw 112 JUAniR NE E 10 MI. 441 0-aCfl0N 03 30 1 1490 SEC ON0aRY Hw. 111 Q-ACTluN CUAEER NEE RTE 45 2.1 5 0 . . . . 1. 1490 114 RTE 4R Q-ACTION PRIMARY Hu 8455ET RO 0.6 SS 1 1600 PRIMaaY He 111 w&L'4Uf 57 HAGGERvt 70wN eDRY 116 WALNUT ST SALEM 007 SALEM H5
- 1. 8. . ..35. 1_.. 14*0 SEC ONDA RY Hw 0.5 15 1 1400 SECCNOARY Hw 117 WALNUT ST SALEN H5 hE57 dwAY 0.T 118 wE 57 RwAY
._ . 3 5. . . . 1 _ 4RO SECONoaRY He naREET ST wALMUT ST 0.0 35 1 79 0 SECONoaRY Hk 119 BRUA0wAY WALNUT ST YORRE ST 0.5 120 AM wE L18UR Y
. 15 . 1 . . . 1040 SECONDARY Hw FT. ELF 58R4 FT.E-5 ALE 1 1.6 50 1 1490 PRIMARY He 121 P T .E LF 568 *, S LANDING AMwELL80RY 122 FT.E-5ALEM AMwtLLuuRY SALEM Suv 1.0 ..50.. 1.... 1490 PRIM 4RY Hm 0.1 50 1 1490 *R I mad v Hb 173 FT.E-5ALEM TCmN 00RY CAE ST 0.5 39 1 14R0 SECOND ARY Hw 124 04E ST Can ST mEST DwAY 0.6 35 1490 125 5-LAN91NG 1 SECOM0aRY Hw P T.EL F 50RG SCHMtER 4 0.5 40 1 1410 SCCONO ARY Hm 126 5=L AN !!NG SCHilER AV FPICNOSHIP 1.0 . 40 12f 1 1410 SECONU4 a.
TILOURY #0 F R t f!Nb 5HI P TUWN 008Y 0.5 40... 1. .. 1410 StC ONc t u - 125 flL8'pt Y Ru 70 W4 30P Y GRIVE5 PE 0.6 40 129 1 1410 SECOsaja n ~. Ga l vE S Ps Y WLST BhAY GRgFFitH 02 30 1 14*0 $EC CNU4 R Y H. 130 Rf[ 49 GR IF F l fH LIGHTHOU$t 2.0 50 t il R TE W L IG;4fMOUS? 10 11. R40 1 1600 PRIMARY Hm 0.1 50 1 1600 PRIMARY H6 132 ' f t! 49 to 41. RAJ N004 Mu Q.5 50 1600 133 RfE 49 HCOE RD 1 PRIM 4RY Mk PT.90TT RO 0.0 90 1 1600 pt! MARY H6 134 WEST cWAY GRIVE5 PM CHESTNUT 0.3 30 1 700 SCCCNDARY Hw In htST 04AY CHLSTNUT MAREET ST 0.0 15 1490 136 MARKET ST 1 SECONo4RY Hw Ow&Y WE5! GR Y17 ST 0.1 30 1 F40 137 GR ANT ST RTE 45 SFCONDARY Hw EEASMEY 57 0.5 30 1 410 SEC nNO A R Y Hs 139 RTE 45 f.F IF F I N 000 KING 5 0.5 40 1 16JO P9tMARY Mb
TABLE 6 Readway Link Characteristics 6 (continued) PRACftCAL LINE UEiCalPTI%i LINE NJM P ER CAPAClfY t :ni . . . . _ . . - . . . - - - . . . I,pNofn 5 psf 0 op L&NE5 Qu733uMD Rn40w&Y
'fu S 3 t r M A l t.L f hE rdOM TP (*tLES) (MPHI CUTJOU10 IPCE/MuuRI CL A55tP IC Af ttli 131 Rft 65 PLC RINGS to 4t. Han 1.0 to , ,,,t 1600 PR IM AR Y hwy t.o ufC 45 to Mt. PAJ PTE S40 n.2 40 1 1600 PRIMARY Hwf l 'e l Pal.4fpR SJ FTC 960 GLRJON 1.0 SS t 1490 PetMARY Hur 147 Nt1CS wwr GOR 0uN 3453ET R0 2.2 SS , 1 1490 PRIM AR v war 143 MTE 45 P11:4fERS 40Rocaj RD 0.8 55 _} ,, , 1400 PRIMA ** a-'
144 RTP 45 Gud HAM uu R TE Sea 0.3 SS 1 1600 PP I MA ; - - 19 RTF 45 ufC 540 0- AC fl 0N 0.6 SS 1 1600 PRI44- s ttc aG i r4 f E R AV PottfPM $w 041JCE 1.5 50 1 1490 PRIMadv *ar IST P T .M0 f f R0 STATE *n to 11. RA3 0.5 4 5 . .__ ___,1 , _ _ 1490 P4 tMAR y MwY 1%G PT.MOff RS to 4t. MAO HattSUNyll 0.T 45 1 1490 PR I M AR Y MwY 1 *.9 P1.M0ff RU HARI53Nytt RTE 49 2.0 , , 4S..._,. .)._,_,_ , ,1490 PRI4ARY Hwf 190 YuREP ST GPIkv5 PKY SR040 hay 0.3 40 1 490 SEC OND ARY Hur 191 G' I E VE 5 Pt wAy yneRE WALNUT 0.5 45 t 1550 PRIMARY MwY 192 GEIEVL5 Pt 14Y d4LNGT OAK 0.3 45 1 1550 PRIMARY MWY 193 GD I E VC S PK WAY uin f 158'1PY 80 0.S. 45 __. .1 ,, 670 PRIMAdY Hwf 154 WEST swAf mm. 149 Puumenia 0.3 40 1 490 SECONDARY MwY tis wEfMvlLLE RT! J% Cuf EPL 0 . 5 ,_ , ,.5 0 1 - 1200 , ,, PRIMARY Hwf thC STAVP L-RO STAVE LONG 5tuMP C-RO 15 40 1 1120 SECDNOARY Mwf 16 1 S t uM P C-R J STA VE L-R9 TAYL0k 8-R 0.5..... 50 ______ 1 ... 1200 PRIMARY hwy to? ftVLiR M-R SfuMP C-PO Li r44 143 1.0 50 1 1120 SECUNGARY Hwf 143 I A YL t;R 5-R LINE 162 OuP:NT Pnv 144 00Pa4T PtY TAYLOR E*P TCwN5LNo R 07 S 0___ .1 - .. 1t20 SECONDARY Hwr 0.6 S0 2 4000 PRIMAPY Hwf lui TC.NSLN9 R QUPONT PKY 63 LAND RO 1.3 ,, _ ., $ 5 _1,... _ 1600 PRI4ARY Hwf 166 CULJWL L-R BGLANG ROL INE 167 1.7 SS 1 1600 PRIMARY hwy 157 CHL?al C-4 LIN4 LGA 00GIO.N RJ _ 1. 0 .., S$ 1. ,, 1600 PRI4ARY HWY 16F CtaAP SP-R SmAMP PRIVATE RD 1.4 $0 1 12Jo SECOMOARY Hwv to? C& CAR SP.R PRiv4fE RO PLEMING5-R 1.0 _ , ,,4 0 __ - . l __ 1200 SECONDARY Mmv 170 TAYLOP 9-4 PLEMING$ R RTE 436 2.0 50 1 1P00 PRl"ARY Hwf 111 RTE 456 TAYLLA h-R On LANO R0 11 .. 44, _1_ 1t20 SECONDARY MwY 172 RTE 456 80 LAMO R0 QuP3NT PKY 1.5 45 1 1120 SFCONDARY Hay
- 17) DUPONT Pn v RTE 456 05 MI0fCh4 0.5 S0 __.. 2 4000 PRIMARY Hwy 176 0UPGraf PRY 30 9tOTCWN SALEM CM-R 0.6 50 2 4000 Pi t *Ad Y hwy LFS SAL C1 CM-R UUPCMI PKY E9CNEZER-R 0.5 50 . . . . I 1490 PRIMARY. Hof ITG EMENELEP-4 SALEM CH-R PEMM RAll 0.6 45 1 1200 SECOMOARf Hwf lif EaFNE1EM-4 PEN 4 RAtt LINE 178 - 0.7 .. . 43 ,1 1200 SFCCNOARY Mwf
!?' E?E9rlER-R LINK 177 Tw150-DExf 0.6 45 1 1200 SE C or40 A RY Hwf l 174 EVENCZER-R f N53-CEzT Rfr 473 0.6 45.._ 1 1200 SPCCMSARY Muy ;
190 P L k 4 t r4G5-4 ChuAR SP-R DAvt0 C4-4 0.S 45 t 12Jo SECCN0ARY Hwy 141 Dav!D Cs-R P LP wi rag 5-R Rif 454 13 40 1 1120 SECONOAPY Mwv 142 04vl0 CP-R PTE 454 RTE St 0.2 40 1 1120 SECCNGARY Hwf 18 3 RTE St UAvl0 CP-4 RTE 446 11 40 1. 1120 SEC C40A R Y Mwf 186 ut LAND R1 RTE St RTE 456 2.0 SO .1 1120 SEC040amt Hwy 111 RTE St Rn LA;40 PJ LACLE N.40 05 ' SO 1 1120 PR IMas Y Hwy 19 6 RTE St kAGLE N.ho DuPJNI Pav 4.2 50 1 1120 Pu l MA4 Y Hwf 147 OUPUNT PEY EAGLE N.Pd RTE SL 1.0 50 2 4JJO PRl444Y Hwf 11R OUPU*ef PnY #fE St RTE 469 0.7 SC 2 4000 ** t:4 AR Y Hwr 1 TABLE 6 Roadway Link Characteristics , (contir.ued)
. PRACTICAL LINE OCSCRIPflu!4 LIhn NUM B E4 CAPACITY L gr4K. -. _ . . . . . . - - - . . LENGTH SPEED. OF L ANES QufacuNO ROA0wAY
'3UMRE1 M A INL lut: rkO1 70 (MILF38 (M8HI ,CUf3CUND (PCE/HcuRI CL A 55t F IC A floh gen RTE 469 OUPONT PKY RTE 484 1.1 45 . ...1 1120 SEC CNO ARY hwy 100 OURCNT PKY 4TE 464 D4URFRE R0 13 50 191 2 4000 PRIMARY Hwf OUPONT SKY THURFR E do WALtEN 5.R 1.5 . 5 0 ._ .. . 2 4000 PRIMARY Hwf La2 WALEER ,5.R RTE 5 RTE 490 0.6 40 1 1120 SECONDARY Hw?
lit WALKER 5.R RTE 480 EA%E N.RJ 10 49. 114 __ t . _ .. 1120.. SECONDARY hwy wALEFe 5 . 11 EA ME N.PO DEAtYNEvit 10 40 1 1120 SCCukOARY hwy 115 1EAKYNCVIL wALKE* 5.R THuRPAE RD 19 6
- 0. 6 .. . .. 5 5 1.. _ 1600 PRIMAdv hwy OEAEYNEVIL THURF4C A0 SRIX 5.L.R 0.8 SS 1 1630 PRIMARY hwy 197 DEAKfNEVIL DRIX 5.L.R QUPONT hwy 19J O'JPONT hwy OE44YNEvtL RTE 6 0.3 . . . 15 1._. . .. 1600 ,. PRIMARY Hwy 1.J 50 2 4000 PRIMAdv Hwf 199 FLEM.LJ.41 JAvto CR.R RTE 454 210 F L E M .L O. 40 mTE 434 1 3 _ . }0 1. .. . 1200 _ SECCNDARY HWY TH010 NCCE 1.0 50 1 1200 SECONDARY hwy 201 F L EM.L O.R0 Th0R0 NECK OE AEYN6 V IL 0.5 202 . 50 . ..... L.... 1200 SCCCNOARY hwy
- OE AEvi4E VIL THtJRFR E NE FLCM.LO.R0 1.5 31 1 1200 SECCMOARY hwy 2J) DE AEYNE VIL FLtM.LO.RJ RTE 490 11 S*
214 . .._ .1 1600 PRIMARY hwy DEAK7NEVIL PTE 490 EAGLE N.R0 10 SS 1600 205 E AGL E N.R0 JE AKY;4CVIL WALEER 5.R 1 PRIMARY Hwf 204 EAGLE N.RJ WALKER 5.8 RTE 444 0 . 8 .. . M _ 1. . . 1200 . SECCNOARY hwy 207 05 3S 1 1200 SECONDARY Hwf kAGLE N.R0 ATE 466 RN LAmo.R0 15 35 208 QCAKYNEVIL FAGLE N.R3 wALLER 5.R
. . 1 1200 SECONOARY Hmf 209 1.0 SS 1 1600 PRIMARY Hwy FL C 1.L O . R 0 DEAEYNEVIL SMYdNA Rlv 0.7 .. 5 0 , _ 1200 SECONDARY Hwf 210 RTE 9 SMYRNA Rtv SMRTS.LO.R t.
211 10 10 1 1200 SECCNOARY hwy 5HRf5.LO.R RfC 9 LINd 212 0. 5.. . . 4 5, t . 1200 212 SMRTS.LO.R LINE 211 SEC ONDARY Hwf LINE 213 0.P 45 1 1200 SECONDARY hwy 213 SHRf5.LD.R LINK 212 R TE 6 214 R TE 6 10 50 . 1. . 1200 PRIMARY hwy SMRf5.LO.R MILL C.SRG 0.7 . . 50 215' RfC 6 LINE 342 1 130P PRIMARY Hwf OUPONT Hwf 10 50 _ L. 1600 PRIMARY hwy 216 RTE 9 21 7
- it 9 5 HATS.LO.R LINE 216 LI NE 217 1.0 . 50 1 120C SEC ONO AR Y Hwf
. TAYLftR GUT 0.8 50 ...1.... 1200 218 N TE 9 TAYLOR GUT RTE 6 SEcuNuARY Hwf 21' 10 SO 1 1200 SECONDARY Hw' LINE 219 RTE 9 LINA 220 0.6 50 220 LINE 220 LINE 219 1 1200 PRIMARY a.y 221 SMRTS.LO.R 1.0 10 1 1200 PRIMAAY H<
DUPUNT PEY 70 NSC40.M uf E 416 1.3 50 2 4000 222 69-MDfwN.1 TC wNS E NO. R QUPONT PRY PRIMARY Het 22J 16 10 . I 1600 PR I M AR Y Hw? T&fL9u S.R STUMP C.R0 RTE.454 0.6 274 TucMS.LO.R THOMS.LANJ TNGMS.CN.R 10 . .. . 1 1200 PRIMARY hwy 0.4 35 1120 SEC CNua RY hwy 2!5 T HC M S.C N.4 THOMS.LO.R STUMP C-RO Q.Y 1 226 35 1 1120 SECOND ARY Hwy RTE 299 THUM S .C N. R AP01NK.RIV 12 50 227 AfE 290 APOONE.RIV dup.PKY.NO 1 1200 PRIMARY hwy 0.3 30 1 470 PR1%ARY Huf 729 RTE 294 QUP.*EY.NM Oup.PEY.53 0.0 2J't RTE 249 30 .. 1 660 PRIMARY Hwf OUP.74 Y. 50 00ESH L1742 12 30 1 T10 PRIMAGY hwy l 230 RTE 299 BRICE H.R0 SLV4 LAKE.R 05 10 1 1600 PalMany Hwy l 211 RTL 299 SLVMLAEC.a eauAO ST 10 10 232 WARwlCE 40 3ROAO $1 1 Y20 PR t wad v hwy RUNEER H.8 0.5 10 1 1640 PRIMARY hwy 233 wARwlCK RO OU'4M ER RD RTE 10 214 1.0 30 1 1600 PRIMARY H=f QUNEkd 68.1 WAftdtCK A0 RTE 431 10 40 1 1600 SECCNUARY Hwf
)
TABL7. 6 I
.tadway Link Characteristics '
i (continued) PRACTICAL LINK UCSCalPfl3N LINW NJMB ER CAPACITY L INK, - - - - - - - - - - - - - - - - - - - LENGTH SPkED QUTSOUNO ROA0he Y NuMREM MAINLINE PRU1 YO IMILE5s (MPM ' OP LANES IPCE/H0ual Uyf0C9ND CLA55tPICAT10h-235 0UP.P4Y.NR WALLACC 40 RfC 299 0.7 35 2 4000 PR I M AR Y Mwf 236 OUPONT PKY HALL 44.E Ro NCsThN 4-R 2.n 50 2 4000 PRIMARY Mwf Zif Nt1x f nN N.R OueCNT Puv "UNEY RU 0.5 50 1 1120 SECONCARY Huf 43w Nn xi.d4 H.R MUNEY RD NxfN.PD.84 1.3 50 ,__.1_ 1120 SECONDARY Mwf 2Jo NO xON f ied R N x fN. P O. fl4 SLVRLAKE.R .
- 0. t. , _50 1 1120 SECONOARY Mwf 240 NUx0Ninet M SLVRLAKL e 80-MU f wN . R 0.8 50 1 1120 . SECCNOARY Mwf 241 03-*07 4.R Nox0tafhN.R PTC 299 1.3 35 1_, 1600 , PRIMARY hwy 242 es-M0fes.4 NOxONfhM.R RTE 458 0.8 SO 1 1600 PR IMAR Y Hwy 241 03-40f.N.4 RTE 458 COLJwL C.R 30 244 StuM* C.R0 TMc MS .C N. R STAVE L-RO 12 7 1.3 L- . ,1600 PRIMARY Hwf SO 1 1200 PMIMARY MwY 745 T HO M S.CH . R PatV4fE NO RfC 424 ., 2.0 45 1 , 120 0___, _ S EC ON04R Y Mwf 246 THOMS.CN.R RTE 424 THOMS.LO.R 0.1 35 1 1200 SECOND ARY Mwf 247 f MCM S.CN. A VANCE NE.R PRIVATE R0 , . 0. 2 _ _ 35 1._ , 1200 SECONDARY Mwf 244 VANCE *in.R THOMS.CR.d PRIVATE R0 1.5 50 1 1120 SECONDARY Mhv 249 VANCC NK.R PRIVATE RO OUPONT PKY 1.0 . __ 5 0 250 DuPCNT pef VANCE NK.R CDPSA LINE 1.5 1 _.. 1120 SECOMOARY Mwf 55 2 4000 PR I MAR Y Hwf 251 OU P .Pt y. 58 OCESA LI NE MECHANIC 5 ,_0 1, . . 35 PRI4ARY hwy 252 3 _4000 MECHANIC 5 0UP.PKY.58 BRICK M.R0 1.6 SO 1 1120 PRIMARY MisY 213 RTE.429 BRICE M.80 SHLCPS.M.4 0.2 . 50 _.1 1120 SECON04Pv hwy 254 Rit.429 SHLCAS M.R CECAP LANE 0.6 255 SO 1 1120 SECONDARY MwY CLDAR LANE RTE 429 .. N. BROAD ST . 1. 5 _,. _ 5 0 L .. _ 1120 PRIMARY hwy 2% N.3ftOA0 57 CEJAR LANE RTE 291 0.8 SO 880 Pe t =AR Y hwy
' 297 1
R TE 301 CEUAR LANE RTE 429 1.2 . . .J 0 1 1600 PRIMARY Hur 250 R TE 429 R TE J01 RTE 435 0.8 50 PRIMARY Hwy 29* 1 1120 RTE 435 RTE 429 OUNEER H.R 1.T _ . 40 ). . . 1120 SECONDARY Mwy , 290 RTE 429 CEDAR LANE RTE 301 1.0 50 1 1120 SECCNOARY Huv 2S1 RTE 9 VanCE NE.M S ARuf SRI 1.0 . . 35 1200 262 R TE 9
- 1. . . SECOND ARY MwY RTE 432 RTE 423A 0.5 45 1 1200 SECCNO APY hwy 263 R TE 42 3 R TE 9 _ LI NA 264 1. 7 _, ,_40 SECUNC AR f hwy 264 t 1120 265 RTE 423 OUPONT PKY RTE 423 LINE 2 f. 3 OUp0NT PEY VANCE NE.R 0.7 0.7 40 1 . 1120 . SECONo&RY Hwy 266
....50 . 2 4000 PRIMARY hwy DUPGNT PKY R TE 42 3 RTP 425 0.2 50 2 4000 PRI M AR Y Hwf 267 RTE 425 OUPONT PEY SHLCR5 M.R 264 SHLCR$.M.R RTE 425 0.5 . . . . 30. 1. . 1120 SFCONOARY Mwf SHLCAS.LKE 0.8 40 . I 1120 SECONO ARY Mwf 7f,9 SMLCRS.M.R SMLCKS.LnE RTE 429 1.5 .. 40 1. 1120 SLCnNCARY hwy 2TO QUPONT Puf R TE 42 5 SOY 05 CN.R 0.3 Su 2 4000 PRIMARY Mwv 271 80Y0% CN.R CuPONT PKY SMLCRS.M.R 0.5 40 772 30Y05 CN.R
. . .1 14*0 PRIMARY Hwf SHLC'5.N.R RTE.426 0.6 to t 1490 PRIMARY hwy 2?) SUYDS CN.R RTE 426 HYEf5 CN.R 0.5 40 I 274 .. 1490 PR IM AR Y hwy 80Y05 CN.R HYETS CN.R CEDAR LANE 0.0 40
- 1 1490 PRIMARY Mwf 275 CEDAR L4NE 00Yp5 CN.R PRIVATE PO 0.7 276 4 5 . .. . 1. 1230 StrCNOARY Hwf CFDAR LANE PMIVAIL RU PTL 449 v.2 45 1 1200 SCCONDARY Mwf 277 RTE 9 PfE 423A AUGUST RCH 1.6 45
. 278 RTL
- 1 1200 PRIMARY Hwf A UGUS T OCH BuYJS CN.m 0.6 45 1 1200 PRI=ARY M.Y 27* 00V05 C4.4 bF ACH P.fk
- 0.1 35 280 1 1440 PR I MAR Y Mwf 00Y05 C4.R RTE 9 RYE 9 1.5 35 1 1490 PRIMARY M.f l
i TABLE 6 j Roadway Link Characteristics (continued)
. . . _ . . . . _ _ . PRACTICAL LINE DEscalPf!ON LINK NUMBER CAPACITY Llw - - - - - - - - --- - LENGTH SPEED OP_ LANES. OUT8 JUNO R OA 0 wA f NU M'3 F R MilNLI NE Pp0M TC (MILESS (MPHI QUTBCUND (PCE/ HOURI CLA551FICAT10
.....,. .......... ........ ........ . .... _ , . . . . . , .ai..... _,.... ....
291 30Y05 CN.R RfC 9 LCVERS LA 1.0 .. 5 % 1._ _. 1490 PR t w&P Y hwy 282
$GY05 CN.R LOVFR$ LA PURT PEN.R Q.6 10 1 1490 pa g n4R Y hwy 213 3JY05 CN.R PCR T PEN.R LINK 284 1. 7 . . .
244 50_ . 1_ 1490 PRIMaev hwy 30Y05 CN.R LINK 243 OUPONT PKY 0.6 50 1 1490 PRIM &RY hwy 295 SCY15 CN.7 CEDAR LANE LORwo.G4.4 1.0 .. . 40 1_. . . ' 1496 PRIMARY hwy 296 50VOS CN.R LCKw0.GR.R RTE 3D1 0.5 40 297 1 1000 PRIMARY Hwf R TE 301 50Y05 CN.R RTE 431 0.5 .. ._ . 5 0 288 RTL 331 RfC 431 RTE 429 1.5 1...... 460 . PR IMAR Y hwy 50 1 1600 PRIMAav ,, 299 CHURCHfN R RTE 301 RTE 4J5 2. L.. 4Q. 1 290 RTE 435 RTE 429 1 .._... 1490 .PR t wa*
- CHURCHf N R 1.6 50 1 1120 PRIMaa' -
291 RTE 415 SkTHEL C.R CHURCHTN A 1. 2_._ 40 1490 292 R TE 9 t _PR I M AR Y , r. . r 80Y05 CN.R LOVERS LA 0.8 - 45 1 . _ . 1200 PRIMARY hwy 293 09fCH NK.R RTE 9 SHNGL.LO.R 244 OU TC H NK .a. $HNGL.LO.4 PRIVATE R0 1 2 ,_ ._ 4 0.__ _J.__. .... 1200 . PRIMARY hwy 1.2 45 1 1200 PRIMARY HWY 295 00TCH NK.R PRIVATE RO BfD0LES CN 1.0 216 PORT PEN.4 80Vi35 CN.R DUTCH NK.R
.. 45___. 1 1200 PRIMARY Hwy 297 1.3 50 1 1690 PR LM&R Y hwy 0 (DJLES CN UUTCH NK.4 DUPCNT P47 1.0..... 10 1 _.1490 . . . . . PR I M AR Y hwy 29P OUPONT PKY $0WJS CN.4 HYETS CN.R 1.1
- 10 299 R TE 4L3 2 40C0 PRIMARY hwy 00Vns CN.4 NfEf5 CN.R 1.6 . ... 4 0 I 1120 SECCNoARY Hwy 300 RTE 412A HYETS CN.R SIRO $ Lu.R u.2 40 301 1 1120 SECONo&RY hwy 81R05 LO.R RTF 412A LORw0 GP.4 0.7 302 RTE 412 LordJ GR.R RTE 63 40.._. 1 1120 PR I M AR Y Hwf 1.8 . . 40 1 1120 PRIMARY HNY s- 39 3 RTE 896 60Y05 CN.R RTE 63 1.3.. _.,,50 304 RTE 63 RTE 896
___1._,...., 1600 __ PRIMARY hwy bCTHEL C.R 0.5 So 1 1600 'PRtwaRY hwy J15 8E THEL C.R RTE 63 RTE 435 306 1.5 . 40 _ _ . . 1' 1490 PR I MA R Y hwy RTE 9 OUTCH NK.4 BACH. CANAL 1.0 35 307 RTE 9 1 1690 PRIMARY Hwy SRCH. CANAL CLINTOM ST 0.2 35 1 !!60 PR I MAR Y HWY J38 CLINfuN $7 RutNS RTE 9 309 0.5 30 1 330 SECCNOARY Hwf CLINTCM 57 RTE 9 ORA.CR. ARM 310 COR NECK L OR A.CR . AR.1 ST.GEG.C4. 0. 2.06. . ... 50
- 30. . .___ J . ... . 330 5ECONDARY Hwf 311 RIROS CN.R S T.GE O . CN. 1 1400 SECCNCARY hwy DUPONT PKY 0.8 50 1 1600 SECONDARY hwy 312 09PONT PKY EIR.StGO.R utROS CN.R 0.5 50 113 K I R . Sf GO. P.
2 4000 PRIMAPY hwy DUPONT PKY MCCJY 40. 1.1 40 1 1200 SECCN0apY hwy 314 Rim.5fG0.4 MCCuv an. KIP 4C00 15 40 1 1200 SCCONDARY hwy 315 OUPUNT PKY 8tR05 LO.R . K I R . 5 f Gu.*t JI6 0.8 50 . .._ 2 4000 PR I M AR Y H=* 00*CNT PKY BIUOLES.CN etR15 LO.R 1.5 50 2 - 4000 PRIMARY 317 91405 LO.R DUPONT PKf LINK 318 1.1 4 318 50 1 1200 PRIMARY DIP 35 LO.t LINE 317 RTE 412A 0.8 50 J19 DUP (INT PK Y HYE f 5 CN.R 1 1200 PR I 444 Y M=v
- 8100LCS CN 0.4 50 2 40JO PRIMARY Huf 320 ATC 9 CitNTON St HAMsq.CN.R 121 2.0 35 t 1490 PR IMAR Y MwY CLRKS CN.R HA93G.CN.R RTE 406 0.7 45 _. 1 1200 PR IM AR Y Hwy 322 CL8 45 CN.R R TE 406 puPCNT PKY 0.7 *S 1 270 P* l44R Y hwy 321 QUPONT pef stROS CN.4 CLRR$ Ch.P 1.0 55
?24 2 3110 PR nAR Y Hwy UUPCNT PKY CLARS CN.R RTE 5 1.0 50 2 4000 PRIMAR Y Hwy 325 NAM 86.CN.R RTE
- HA
- SURG N0 2.3 SC 1 1600 PRIMARY Hwv
. 326 DUP.PKY.NR R TE 221 00CSA LINE 0.3 35 2 4000 PttMARY Hwf l
l I 1
TABLE 6 Roadway Link Characteristics 6 (continued) PRACTICAL LIi4K OESCRIPYt0N LINK
- NUMMER CAPACITY L lus --- - - - - - - - - LENGTH SPEED OP LANES OUfBOUNO RC A 0WA Y NU MtlEt MAINLINE F8CM 70 (1tLESI (MPHI OUT50Umu I P CE /MOUP. I CL A SSIP IC A TI 321 UUP.PKY.58 MkCHANIC 5 RTE 229 0.0 39 2 2220 PR I MAR Y Mk 324 UU8.Puv.53 RTE 229 WALLACE RD 0.7 39 2 4030 PRIMARY Hr.
329 RTE 9 RTE 6 Ha wKE Y 8 8** 0.8 40 _ ... 1 1200 SECOMo ARY HS 310 QUPONT PKY R TE 5 TYOf5.CN.4 2.0 50 2 4000 ettmARY H> 331 RTE 5 DUPUNT PRY Rik 301 1.0 , ,50 J. 1606 Pe! MARY H. 332 KIR.5fGO.1 KIR<ducu F4dapK RO 2.0 40 1 1200 PR IM AR Y Hb 333 OLO STA T.R uuPGNT PKY RTE
- 4 F 1.3 40 1 1120 S EC CNO A RY H6 336 RfC 47 OLO STAT.R RTh 444 1.2 45 1 1200 P4tMARY H6 335 R TE 494 R TE 469 RfC of 1.8 45 1 1200 ,
PRIMARY H6 316 iTE 47 RTE 4R4 RfC 492 0.0 45 1 1200 Pagwaay w. 337 RTE of RfC 4m2 R TE 471 2.1 , . . . ,4 5 *1__,,,, 1200 P81 - 335 R fC '442 RTE 4T CLAYTON 1.5 45 1 1200 PRt-119 R f C 'l LOVERS LA QUTCH NE.R 2.0 45 ,, J _ , 1200 PRCr. 3 40 FLMNG.8AUG S A4UT Mal N A.4UT WRI 0.0 15 1 1040 SECc% u r m; 341 MILL C.8AG E ASUf R41 W A4UT WRt 0.0 15 1 1040 PRIMARY H6 342 RTE 6 MILL L.64G LINE 215 0.5 50 1 1600 PRI4ARY H6 141 RTE 229 C0CSA LINC dPICF M. P O 1. 0. _ _ 90 1 _ MJO ,_ PRIMARY H6 344 SLv4 NN.8R 5 ASUT ERI N ASUT ORI 0.0 15 1 1060 SECONO AR Y H6-345 RTE 9 N AMUT ORI RTE 423 0.6 ..,3% _ 1 __ , 1200 SECONOARY M6-- 3$6 HvEf5 CN.R DUPONT PKY PTC 412A 1.5 40 1 1120 SECCNOARY H6 347 RfC 6 ,wdOUL.8ECH, Rik 9 , 2.5 JR _1 __ 1600 SFCONDARY H6 I l l
l p: .
\ af%
l% . - - - . ff
* /l~ b
-y. -
(
=='~t U --
x ' , . . u 1
\
- E ea - . - _ w as .==. I y N ZA (s.= "st m . : ,' f a %- y .
i x 3 '
~
m* '- m i 5 te ,< t'
,4 m N -
?? ',
.k\
,-N 5
~~ . E 1 # ir;r.' "g,,enil -
x
/ \ [ ._ /, : ., s. .:. . ~
N
/e, .
m- 4 .
... ,,7 . \
w i(I ' s g) 4 // ', ~ ,! %. w, se n h l g ,n E..',.g
'; u >
L h f,; w ** J~ - = =~ =i , c
...= m Vc] a y 6, 5 , ~ '
.s . o.
', r.j["y ,j.
- d' r/ s, ( ,;;;;;;; ,
s.
',t
-=.=,c-=_- ;'
~
. 1h A"!s f,?,. f . &g & '-f y'.Q & ,_ _ ~ ~,,,, r "- = *~ s
@E:M'[ wr _-
~ ~$' Y ... l ' ' ' 5 1 Yd
,.- R [~~~
- _',,
~, _ -4 e , s- A { 4 i 3
/ 'c j l \ ,, N 3 a s 4 y
*\ ,,,
, i
's, / ss
,,o -
. i s . .s g ::=-
A[M~,[',,.,~ i
\~ ,
i Uy ca s c .... ... . k ,d,NM J ,
, s d / '=*
g FM ;, s .:16 '4 N.N -., s/
'g 4 " ,/ .
g ...u. .. \ 'N / 'N l \ :s g ,,,-+
/
g QO'L x i 4, I, p s [ I i ~
% s Las".8 --- Em.g.a.y A e Pi.ev.as ar so.a.P m a w s,,merye s naowis.
=== e s.a==. - s a ye aou
_ __ c, a ,, . i _ u,. - sa, . as
.cc Evacuation Routes Evacuation Time Estimates Figure 23 Links Salem Generating Stations Hope Creek Generating Stations
'I IV. TIME ESTIMATE ANALYSIS D
A. SCENARIOS ,- Evacuation time estimates are prepared to serve as an indicator and tool for local emergency coordinators in refining their emergency response plans, as well as to aid local officials in selecting protective actions during an emergency. With these guidelines, three scenarios giving a range of conditions were selected for analysis: o Best Estimate - A summer night at 3:00 A.M. when most families are together at home and special facilities have reduced staff levels. o Typical Weekday - A weekday mid-afternoon when children are in school and businesses are in operation (the family unit is dispersed) and special facilities are operating at normal staff levels. o Adverse Weather - A weekday following a snowfall or during localized flooding when businesses are in operation and children are in school and special facilities are operating at normal staff levels but few if any visitors to recreational facilities would be expected. For each of the above scenarios, a special case was considered. The special case assumes that a site emergency has already been declared _. and all non-essential workers have been evacuated hours before the general emergency and evacuation are declared. In these cases, only the evacuation times for the entire EPE are presented. B. ADVERSE WERTHER ROADWAY CONDITIONS Special efforts were taken to incorporate the local weather conditions in preparing time estimates for adverse weather.
. -l 1
l New Jersey
~
) Froa discussions with local Civil Defense / Disaster Control coordinators ; in New Jersey, it was learned that heavy rain constitutes a major pcoblea , - l for evacuation. Flooding occurs on Route 49 (Broadway) in the vicinity ) of the Sales River, on Route 540 (Pointers-Auburn Road, Pointers-Swedesboro 3 Road), Route 45 (SalenHtoodstown Road across Mannington Lake and Marsh) and Route 49 (Main Street) in Alloway Creek. These routes are designated as primary evacuation routes and are used to evacuate a large segment of the general population and special facilities. Therefore, for'New Jersey the adverse weather condition was assumed to be flooding. As a result the roads have reduced capacity and operating speeds. Delaware Conversely, from discussions with County planners and engineers and the Delaware State Department of Transportation, it was found that snow, not flooding, presents a greater problem in an evacuation in Delaware. Although flooding does occur, only secondary routes are impacted: Route 6 east of Sayrna and Route 9 in the area north and south of Port Penn. These two roads serve only a small segment of the total general population. Besides, contingency plans or alternative routes are available to resolve this potential probles. A severe snow storm, on the other hand, can make most local roads impassable within the EPT. The Delaware State Department of Transportation, which maintains all state and most local i roads, estimates that it can take as long as three to four hours to plow all* major routes within the igact area with the exception of DuPont Parkway (Route 13) and Route 301/894 which are normally given priority. Climatological and Topographical Data Local climatological and topographical data were collected. Climatological data for 1979 was obtsined from the National Climatic Center for the States of New Jersey and delaware. Shiloh, New Jersey, and Wilmington, Delaware were the climatological stations closest to the EPZ and thus were chosen for comparative analysis. It was found that the total 12-
]
month precipitation level is slightly higher in Wilmington when compared to Shiloh. There is approximately a two-inch difference in the level of precipitation. Comparisons of the average temperature showed that Wilmington during the winter months has a slightly colder climate (approxi-mately 2* - 3*F difference) with temperatures below 32*F for 209 days. Shiloh had recorded temperatures of 32' or below for 182 days. The 3 slightly colder climate in Delaware increases the likelihood that snow I will occur instead of rain. ! l The topography of the southwestern section of New Jersey is characterized { by low-lying marsh lands surrounded with creeks and rivers. Flooding occurs when the water level rises above the saturation point of the land. In contrast, the northeastern section of Delaware in higher above sea leve2 with its creeks and rivers less likely to overflow. C. SONE TRIP GENERATION The traffic simulation model in its simplest form uses zone trip generation assigned to a pre-selected evacuation route to estimate roadway travel times to the EPS boundary. The calculation of sone trip generation has two major steps: o Trio Generation Trip generation figures for the general population both with and without autos and for special facilities were developed. For the permanent resident population with autos, the number of trips generated was based on one auto per dwelling unit. For transient employees a figure of 1.4 persons per vehicle was used: and for other transients a figure of 3.0 persons per vehicle was used. Where buses are involved for transporting permanent resident transit-dependentg school students, ambulatory hospital patients, etc., a weighted average capacity was used to account for variations in available bus type, seating capacity and number of units. 'I i l
-- - -. .-_ _ . . , . _.,-__,._,,,_,.m ,
. . _ _ _ _ . _ _ _ _ . . _ _ _ _ _ . . . . _ . . - . . _ _ _ _ _ , . . . ,-,-.,-...,,,,,e
r--
- ~
Th.' number of estimated bus trips was then converted to passenger ~ car equivalents (PCEs) - with each bus equivalent to two PCEs - , in order to account for the larger vehicle size and its operating characteristics, which vary from that of a passenger car. Ambulances and vans are assumed to have handling characteristics similar to
~
Passenger cars; therefore, these vehicles contribute one PCE each. o Zone Trip Assignments Prior to assigning vehicle trips to the selected evacuation ' route network, each Area is 'sub-divided into traffic zones. A sone iden-tifies a population cluster in an Area which is penetrated by and accessible to a selected evacuation route. The relationship of the evacuation routes to each Area is shown in Figure 2. The number of vehicle trips generated by each traffic zone was then assigned to the selected routes for evacuation. In making an assignment of PCEs to the evacuation routes, it was assumed that all trips would be on the route. at the same instant. This approach is somewhat conservative because the temporal distribution of evacuees that would be most likely to occur would not result in all vehicles being on the routes sinaltaneously. __ D. COMPONENTS OF TNE EVACUATION TDG5 he estimates of evacuation times comprise the following components: o Terminal time - Se terminal time for vehicles departing from home is the time to drive via local feeder streets to the predesignated primary evacuation route. The terminal time for buses and special vehicles is the time to travel from the bus garage or storage area to the assigned traffic zone. o Roadway travel time - The roadway travel time is the amount of time required for all vehicles to traverse the entire length of their evacuation route to the edge of the EP3. This time depends
1 on normal operating speeds on the road and delays as a result of conditions where the vehicle volumes approach or exceed the capacip of the roadway at a particular location. Hence, the roadway travel time is the amount of time beginning when the first vehicle enters the evacuation route, assuming normal operating speeds, until the last vehicle leaves the ut, taking account of speeds at heavier
, loadings and including delay time. A detailed description of the simulation model used to estimate roadway travel times during an evacuation is presented in Appendix A.
o Adverse weather delay time - The adverse weather delay time is an additional twenty minutes to account for unpredictable isolated delays associated with adverse weather conditions. o General population mobilization time - The general population mobilization time is an additional twenty minutes to account for mobilization at home. o special vehicle round trip time - The special vehicle round trip time applies to evacuation of special facilities by medical transport l vehicles and buses. It includes travel time beyond the p2 to a predesignated host facility (for all but the last trip), return time to the special facility for as many round trips as ata required, and time for loading and unloading passengers. Where the facility administrators gave an estimate of mobilisation time which was greater than the roadway travel time, the mobilisation time plus travel time to the perimeter of the p2 became the evacuation time. It should be noted that the times to evacuate general population without vehicles and ambulatory patients in special facilities 'l were based on use of bus resources within or in close proximity to the us. These included school buses, senior citizens' buses,
. special facility buses, and public transit buses.
l
E. NOTIFICATION AND CONFIRMATION TIME, ESTIMATES Notification and also confirmation times for the general population must be considered and taken into account. Those 'used in this document are based on information obtained from the New Jersey State Police *and Local Civil Defense / Disaster Control officials for Sections A-E 5 and
, from the Delaware Division of Esergency Planning and Operations and the County Emergency Operations Coordinators for Sections G-J.26 7,,
Delaware both best and worst case estimates were given. When an estimate for a Section involved estimates from two or more townships or areas, the longer time was used. These estimates are presented below in Table 7. Notification times are expected to be substantiauy reduced by July 1, 1981, when an upgraded notification system will be in place in the Sales and Hope Creek D2. The system will consist of sirens and radios. The sirens will give essentia uy 100 percent coverage of the permanent resident population within five miles of the plants. The siren system - will selectively cover population centers in the remainder of the Dz. Also, the siren system will selectively cover recreational facilities and transient population centers throughout the Dt. Emergency radios win be made available to au residents of the pt. When these systems are in place, it is expected that county officials can notify the general public in the D2 of an incident at the generating station within fifteen minutes of their decision to do so. F. EVAct3ATION TIMES 1hbles 8-10 presenta the estimated evacuation times for each of the 13 Evacuation Sections (A-M) for each of the three scenarios and special cases for both the general population with and without autos and for special facilities. The result of the special case (general evacuation af ter site' emergency and evacuation) analysis indicates that the evacuating esqployees from Sales and Hope Creek have no apparent impacts on the time required to
)
TABLE 7 NOTIFICATION AND CONFIRMATION TIMES 6 EVACUATION TIME REQUIRED SECTION NOTIFICATION CONFIRMATION A 5 mins. 5 mins. B 1 hr. 45 mins. I hr. c 1 hr. 45 mins. I hr. D 1 hr. 45 mins. I hr.
~
E 1 hr. 45 mins. I hr. 30 mins. F 2 hrs. 2 hrs. G 2 hrs.-4 hrs. 4 hrs.-6 hrs. H 2 hrs.-4 hrs. 4 hrs.-6 hrs. I 2 hrs.-4 hrs. 4 hrs -6 hrs. J 2 hrs.-4 hrs. 4 hrs.-6 hrs. K 2 hrs. 2 hrs. L 2 hrs.-4 hrs. 4 hrs.-6 hrs. M 2 hrs.-4 hrs. 4 hrs.-6 hrs. b 1 6 6 0 0 I
\
t s t l l l
- - , . , - ...- -.-. . .- . . . , . - --..-,.-, - . ~ , . - - , . - . , ~ . . . . - - - - . - . - - - - - . - . . . . . . , - - - . . , . . - , . . - . . . . , . .
TAata S Setem/teepe Creek theoleer Generating statione svacuation Time satinates (esight scenartel Travel Time for Totel sveoustion Time III I avecuetten akstiftoetion Time Generet posislation for General pognalation special Fact 18tles Sectlom 8sonste s Stinsates With Anste leithnest neste teltas Auto teithoest Auto Sdnoel Othere
& s05 s20 - 45 -
3 1:45 s35 - 2:40 - - 2:45 C 1s45 s35 1:35' 2:40 3:40 - - l ' O 1:45 e35 1:50 2:40 3:55 - 245 1:45 3:05 4:10 5:10 - - 1s25 g a sa e 2s05 y - - - -
, 2:0.
2s00-4s00 s20 - 2:40-4:40 . . 2:20 j g s25 2s35 2:45-4s45 4:35-6 35 - 2:20
- gg 2s00-4s00 e50 2 25 3:10-5s10 4:45-6:45 . 3:30 4
; 3 2:00-4s00 l
e45 2:55 3:05-5s05 5:15-7s15 . 2s05 J 2:00-4s00 I s20 - 2:40 - - 2:05 g 2:00 i' a35 2:15 2:55-4s55 4 35-6s35 - 2 20 g, 2:00-4s00
) 3 05 4:10 5:25-7s25 6 30-es30 - 3,30 gg 2:00-4:00 2s00-4s00 3:05 4:10 5:25-7s25 6:30-as30 - 3:30 51te smorgency .
4 e i i (1) Includes adeltsenet notification time after recelyt of inittel notifloation by estility. After July 1, 1981, thle time wl!! be ' redsnced to 45 ministes escept for section & by ttse installation of a new sserning system. 1 (2) Inctiedes genere[ popenlation ends!!!sation time of 20 minsstes. I (3) Inolutes dispatets time, toeding time, and seedway travel time senere appkloable. (4) Sgaecial Fac!!!Llos in Sections 5. D, F, G N, J include Delaware River and Delaware Sey. For f special facilities other than tase river and the bay, it is assemed that notification will occur j within 15 minutes and that end.tle,ne tan and ...e...esaa stse s. s .e s.e.t. es ...e --
TastJE 9
; Sales @ lope Creek thselear Gemagating stations Evacuation Time Betamates (Day Scenario) avar.mties sentifteetles Time ' Travel Time for Gomeral peoulation Detet avacuation TimeII for General popestatice secties Special FacilitteeI 'I I
. hoenre e 80taastes 1984) 4 ento Witamout Amte With Auto withoest Auto School othere A s05 2s10 -
2:35 - - - i j s 1:45 2:15 - 4:20 , s30 2:30 .i C 1:45 2:15 2:40 4 20 4:45 s 30 - l a 1:45 2:35 1s50 4 40 3:55 1s45 2:45 j 5 1s45 3:50 5 10 5:55 7:15 4:45 1:25 y 2:00 - - - t 2:05 . . s.s g 2s00-4e00 s20 G3 2:40-4:40 - - 2:20 j 2s00-400 e25 2:15 g 2:45-4 45 4 35-6:35 - 2:20 l I 2s > 4:00 1M 3 15 4:10-6s10 Ss35-7s35 2M 3:30 4 J 2:00-4s00 1:40 3:30 4:00-600 5:50-7:50 2 10 2 05 E 2s00 2s10 4: 30 4 - - - 2:05 l j 3= 2s00-400 2:15 2:40 4:00-6 00 500-7:00 e30 2:20 3 88 2:00-4s00 3:50 5:10 6s!O-es10 7:30-9:30 4:45 3:30 - a 2:00-4e00 3 50 5:10 6:10-Os10 7 10-9s30 4:45 3:30 3 e (1) Includes ade'tlanal motificettaa time after receipt of initial motifienties by ut!!!ty. Af ter Jesty 1,1981, thle time will be reeksced to 45 slaestge pagept for Section A by the installaties of a new waranag erstem. ] (3) Includes generag popestaties ambilisatloa time of 20 minentes, j (31 Imolandes dispatds time, toeding time, and goedesey travel time where applicable. 1 g (4) Special Fact!! Lies in Sectione 5, D, F, G, M J !aclude Delaware Raver and Delauere Bay. For j ogiecial fact!! ties other than the river and the bay, it la assissed that notification will occur
- witisin 15 minutes and that mobilisation and evacuation wi!! begin ismeediately thersaf ter.
t Tasta lo salem /blope Creek thselear Generating statione svacuation Time settmates (Adverse Wealaner Condition) Travel Tlas for Total svecuation Tlas( 8 svecuation gestifloattaa Time II General papislations for General rosastation special rectittlee DI
- section . hoisse o .asinantee WitJa histo teithout Auto With Auto esithout Auto school others A 405 2:30 - 4:15 - - -
3: 40 - 6:05 = - s30 2:20 3 1s45 1:45 3:40 3:30 6:05 5 55 e30 - C 3s55 2:40 6:20 5:05 1s40 2:45 a 1:45 . 1:45 6s20 7:40 8 45 10:05 7st5 5:05 b e . 3
- - - - 2:05 F 2:00 -
s20 - 3:00-5:00 - - 2:20 e 2 00-4s00 2:00-4:00 s25 2:15 3:05-5:05 4:55-6:55 - 2:20 ss l 2:55 4s30 Ss35-7s35 7:10-9:10 2:50 4:25 3 2:00-4 00 4:25 5 10-7s10 7:05-9:05 2:55 2:05 J 2s00-4:00 2:30 6:10 - - 2s05 g 2s00 3:30 - i 3:30 6:20-8:20 6:10-8:10 s30 2 20 L 2:00-4s00 3:40 7s40 9:00-!!a00 10:20 12:20 7s15 5:05-88 2s00-4s00 6:20 . 7s40 9:00-!!s00 10:20,12:20 7:15 5:05 8 "* 2:00-4:00 6:30 amergoacy e
- 11) Includes additional notification ties after receipt of initial smotifiention by utility. After Jisly 1, 1988, this time w!!! be reduced to 45 ministes encept for section A by the installation of a new warning system. ,
(2) Includes genera [ popieletten mobiliantion time of 20 ministes plus 20 ministes for Adverse weather condition. O) Includes dispatch time s loading times and roeduey Esavel time.teiere app!! cable. I
- 84) Special rec!!!ttee in sectione 5, D, r, C,88, J include Delaware Elwer and Delauere say, for en ocist facilities other thass the river and the bay, it le meetmed ttat snotification will occur wishin 15 minutes and that aut,11&sation and evacuatson w!!! 1,egin t w dlately tiiereafter.
6
l evacuate the entire EPZ. This result could be expected because the basic analysis assumed that the non-essential evacuating Sales and Hope Creek y esployees would be directed away from the critical bottleneck links. Evacuation times for these employees would be 1 hour 10 minutes, 2 hours 35 minutes, and,3 hours 55 minutes for the night, weekday, and adverse weather scenarios ce spec tively. The Delaware River and Delaware Bay, the Woodland Beach area, the Salem County Memorial Hospital and the Delaware Correctional Center have been considered special cases in the event of an evacuation (see below) . Celaware River and Delaware Bay The Delaware State Marine Police, the New Jersey State Marine Police and the U.S. Coast Guard would cooperate with the Delaware Division of Emergency Planning and Operations and the New Jersey State Police to clear the waters of any marine traffic in the Delaware River and Delaware Bay within ten miles of the nuclear generating stations. They would also occupy strategic positions
, to prevent vessels from reentering thosia waters.
l The New Jersey State Police estimate that it would take 2 hours for the New l Jersey Marine Police and the Coast Guard to get into position. In the interim larger vessels can be notified to evacuate via a special consunications channel and those vessels will then be asked to notify smaller vessels in the area. Also in the interia, local officiala will notify the marinas, and radio messages will be sent'to all craft that have radios. The coast Guard estimates that it would take vessels underway at 10-12 knots 15-18 minutes to clear the two-mile area (Area 15), 30-35 minutes to clear
; the five-mile area (Areas 15, 16, 17) and 50-40 minutes to clear 10 miles (Areas 15, 16, 17, 18, 19). The New Jersey State Police estimate that it will take slower boats up to 2 hours to evacuate after notification.
i
. - _ . _ . _ - . , . . . ._,..._._...,,_._m__ _ _ , _ , , , _ , - , _ . . _ . , , . _ . . , . , , , . _ - _ _ - . . _ , ,,-_m -.,- ,_ ...,,,,mm.m,,_,. ,,,, mew _.
_~ The Delaware State Marine Police estimate that the evacuation of the waterway within 10 miles of the nuclear generating stations would require about three 6 hours during the day and five hours during the night. Woodland Beach In ,the event flooding makes evacuation by automobile or bus from Woodland Beach impossible, special plans to evacuate the population have been formulated.
- The local emergency coordinator estimates that evacuation would take three hours. 8 It should be noted that Woodland Beach is approximately ten miles (south) from the Sales /Bope Creek Nuclear Generating Stations.
Salen County Memorial Hospital The Sales County Memorial. Bospital is located in Mannington Township just beyond the ten-mile radii from the Sales and the Hope Creek Nuclear Generating S tations. However, it is within the geographical EPt. The hospital has a sheltering capacity (at Protection Factor 40-99) of 752 spaces according to the National Shelter Survey done by the Corps of Engineers for the Federal Emergency Management Agency. The hospital is considered in a special emergency (including evacuation) plan currently being prepared by the Emergency Medical Services of the New Jersey State Department of Health. Because of this special plan and because of its sheltering capability and location beyond the ten-mile radii, the hospical has not been included in the evacuation time estimates. ' Delaware Correctional Center Located to the northwest of the Town of Smyrna, the Delaware Correctional Center (DCC) lies close to 10 miles from the nuclear generating stations. As specified in the Delaware Radiological Emergency Plan, DCC officials plan to shelter inmates and administer thyroid blocking agents in the event of an incident at the Sales or Boye Creek Generating Stations. Bence, no time estimate was provided by DCC administration.
G. DISTRIBUTION OF POPtEATICN BT TIME l An output of the simulation model is a prediction of the distribution of( l l evacuees as they leave the EP . An approxi: nation is made of the percentage , of the total population evacuated from the D Z by applying an averaTe auto
, occupancy rate based on the type of vehicle. Figuras 24, 25, and 26 depict these distributions for the night, the typical day, and the adverse weather scenarios. These distributions are based on actual travel times.
In the analysis of the night scenario, the distribution curve indicates that 50% of the total popula, tion should be evacuated in 30 minutes and 904 in about 2 hours and 30 minutes. It should be noted that the plateaus shown on the distribution curves occur when acctamulated demand exceeds a roadway capacity resulting in extended delays. 1, E. CRITICAL LOCATIONS Another output of the simulation model is the identification of the critical bottleneck links along each route in the selected evacuation network. These critical links represent the locations of potential ==wh= delays for evacuees assigned to that route. Figures 27-29 show these critical as compared to the selected evacuation network. A list of critical links and the associated delay times is given in Tables 11-13 by scenario for a simultaneous evacuation ) of the entire EP2. The delay time shown hare is the time penalty imposed j by the computer model when the demand traffic volume exceeds the capacity , of the link. l 1 i Also, em a result of a first estimate of evacuation times for the entire EPZ, l i whate <.Ae operation of fixed traffic controls imposed extreme delay penalties on' evacuees, it was assumed that traffic management personnel would be required to expedite traffic flair. These intersections are noted as potential traffic contzel locations and are shown on Figures 27-29 and. Tables 11-13. These traffic control locations are in addition to those listed in Appendix F. i i
---~-,,-..,,,.n. -
.-,-,.--n-.,,,--.-,.,-n-,----_--.--,.,,,,,,-,.,n--,,,,,,n,.,--,en,-n,,v., ,,,.,,-,,,-,-,m-,-,------,,,-v.- ,- m.mn.,,w.m, , - , , ,
me.
/
f a /
/
Se -
/
l I s =
/
s
- ,- )
! / 'Perlod of Dela'r p : /
. /
r 3 / U. / 8
- s. /
R j Percent of Total Population Clearing - - - ~
$g$ ** I '10-Mile EPZ as a~ function of time ___
8" '
.under Nighttime Scenario 33 <e i s]
15 as - 20 = 1. o- .
. 1 2 3 4 5 ,
a 1 a e la Time in Hours (15-Minute Interval) Figure 24
I 100 '
. . . c 7
[- M
,, [ i 0
i t ll ;
\l l
/ ,
=
F
- E /
i 6 ' f c ~f e - s ,
)
g ' Perc'e'nt of Total Population Clearing---- - 2n, m 3l 10-Mile EPZ as a function of time __ 3E df/ i
#a . under Dairtime Scenario ,
i a,
/ '
as
\ Y F
_ , - h ' Period of Delay d j < l
.8 = >
f o
, 1 2 3 4 , s a 7 8 8 #
4 Time in Hours (15-Minute interval) Figure 25
i i l
- m. - -
, a M
d q J p'
= ,
p ' ^
. 11
; I r/
= , // i
/
4 l L, ,a ye , l T ! i / i i F '
/ / >
- z <
.e h gg 1,Y ]
r 0 f r ' j g / ; / , a r r , f i
.5
=
i / t i $ju /
/
/ Percent of Total Population Clearing 10-Mile EPZ as a function of time l gg; j / under Adverse Weather Scenario l
gg , , ,
-1 i r i "a f r-
- s '
- / / l' l
i s / H- , e -- ,
# Period of Delay e
~
l l / l = / l r
- i j
j . i 2 3' 4 s a 7 a e s l o , ! Time in Hours (15-Minute interval) Figure 26
.w TABLE 11 POTENTIAL CRITICAL I4 CATIONS ON SELECTED EVACUATION ROUTES 6
, Best Estimate ,
Bottleneck (delay) Time critical Bottleneck - Links /Iccations
- Hours : Minutes.
145/Ecute 45, from Route 540 to guaker Action Station Road 2:11 154/destBroadway, Route 149t. Pennsville 2:30
- Intersections requiring traffic control personnel */(approach links) : ,
Maskell Mill head, canton Raad and Route 540/(21, 22, 25) Main Street and sickley Street /(15, 93, 94) Route 49 and Quaker Action station acad/(102, 103) Walnut Street and West Broadway /(117,118) Broadway and Yorke Street /(119, 150) Market Street and Grant Street /(118,135,136) Grant Street and Kaasbey Street /(109,110,137) ' Grieves Parkway and Isbury Road /(127, 128, 153) i 1
- For locaticIns refer to Figure 27
+ control personnel who are stationed at si r=11 red intersections will either annually operate or shut off the system.
l 1 l l i TABIJ: 12 l POTENTIAL CRITICAL LOCATIONS ON SELECTED EVACI:ATICN ROUTES l l Typical Weekday Bottleneck (delay) Time Critical Bottleneck - Links / Locations
- Hours : Minutes
- 4/ Private Road A, frce Access Road 3 to Alloway Road 1:55 7 uttonwood Road, from Pancrest Road to Salem H.
Road 1:29 ll2/ Quaker Neck Road, from 10 mile radius to Quaker Action Station Road . lall 145/ Route 45 from Route 540 to Quaker Action Station Road 2:40 154/ West Broadway, from Route 149 to Pennsville 3:18 232/Warwick Road, from Broad Street to Bunker Hill Road 1:15 325/ Hamburg Corner Road from Route 9 to Hamburg Road 1:32
+
Intersections requiring'traffio control personnel /(approach links) : Maskell Mill Road, Canton Road and Route 540/(21, 22, 25) Main Street and Sickley Street (15, 93, 94) Routa 49 and Quaker Action Station Road /(102,103) Walnut Street and West Broahay/(ll7,118) Broadway and Yorke Street /(119,150) Market Street and Grant Street /(ll8,135,136) Grant Street and Kaasbey Street /(109,110,137) Grieves Parkway and Isbury Road /fl27,128,153) For locations refer to Figure 28
+ control personnel who are stationed at signalized intersections will either manually operate or shut off the system.
q l i888 i =.===.
,(
y t== ,~~ )t~ . u m
-~.a # "
w
. l s x sp gl' .'y 3
p * *- l 7g,,llL""'<6".%y2
,'g. """'E 1
' i at l >,,
7--/ i
...w . s . e ,. .
1
.. +E, % . M . 4W
,N l
-y en 4 .
xx L ,_
, :=. ,
.=, ,-
r.,. . -
,;< ,~.s .. ~
t,n - ... .. -
,s
.g.,.
. .) .- ~
y a 4, t .-- 3. .~ m'. y* s a w7:,,><<, . vi _r' upg .,1 x
,y' N .. . . ... g
~
. 'f ~kj " ,I ,
\g i ,/
**="f==
~~~
'-l
,,s "fm., I, y 6 rd'Ah@ f~~~ N ==- 5Tg
.~)
-ya m. '
'}~~~-4 j bR
{TY ,,, L'bh j , s 1 to
" s '7
, s 1.
,4 ,
g , L -. N,
,.r i
i s s, s ,
/ _' ,f f
, w ..
\ '
(,M . E
. /, .
~ ,, '
N 's A/-', / .y
,b/.
i . : -j
; i N\ -
'
- ti f' \ . 6. . . . , , . . . ',
\
' f/
g' ,, s
. /e $
e y */.4,
- N ,
/ ; ., ~ . , n c-.
/ i , ....... i.
'l
- w. s,
.s * & 4 \' '- 'p -
j g .,,,'+ ,a .f ' {. . ; .- 3, s + r --
# ,,,,,sg
+
11, Kx N
\ i
! p '\,' - 2 '-
.i w . ,% i _. -- = e o e .- t, , s o es aa * **nwie m e., e.m.a ( .
.e e . w. e t Critical Bottleneck Evacuation Time Estimates '
Figure 27 Links Scenario: Best Estimate Salem Generating Stations Hope Creek Generating Stations 1 i
.A f 'I' t N N **- m.
"/ /
[ /
*-# ^
r q
-~
- \_ ' , _ _
.N.;,.W - , NQ%;: 5. ,- r . ,.
p p . .. y .. - r - R>h, & J -f , p$'.m'-4, - t- ,
,l*: ,f,
, /'
= .-a ;. ,,.; , 4
..P1-. ,
- M" . . , ,. # ' h,. b 3, A6
,e. m
' := .. w'. M',:r g.I s~. . ,,-ry'
? n ; . Lu , 3
[T- ,9 44i v
,/ '*' U'y
'f n -
, N '
L,y-*I 4
--=
yl N su b sv
'I' (g ,I m .
=- ,3 5,
/ % j g
,,f
~. ,y a A '
w ,,, f i,
. ,i
,+ N .s. _ $_ ~
m ,, g* e ,.} ,
.<-+ .
+ .c . .- ,,,c gig ,/./ s,
[. =g s n a 4 ... c,
..8,,
.! ,[ 's ' ' ,' ~~~~
e $ R
- d, ,. % cm.
Y ,f,, * -dM ( *M hi-[.ihT-/:~~~' E. -hF ,"~~~ s ce \
'h ,,
= h: gt r ,,. ,.,..:. x x.,. m,.. w.
mg-.~n g t . W __g t. I~~~ ~~7
. ..- , 4' j J . ..,, ,,,. I . _=~ aw T
\ ,
'< D ,
' f[gf 9 ' " v,,-
=
=$$ \ . \ < ',, W' s, .
**_. 1, 3, - l, *
,. '. / 3
// *s v---
t "p E. .4 .-
\, [ '
. . .r , *2 .-
s
,,isIr .,
. ,,'s, ' '
'.*.sa.
= . .
g , .--. r- ' < ' i , . ' %.
' c. - :..... ... . ,
*g % ce
/ ,\
'/ ,
*~
's o'.4 s. /"'",,*, M
=
~. ' ~
, s .e.e...,e.. .
.,p i
'*d
,,, ,s ~ d' ' N,*'.L'. ' ,,,/ ,
, , ' . ~. , *y ,-
a' 1 ,! -f* -' * *, . -
/ , F I':. -
f, I
.tg. ,
N - i
/ s',
w
. 4,y
~ ,
4
.. s z'6 5 .-
Q ? :, ' ',
. .V c .,-
% n
s .
./ '
i
. ... e e '-'-=
[ p . S
- -_. w v, =. = . ~%e-
, - ~ .
.___ c, a. , .- we <
s% . >= - c, v .
. c_ - c , w. , -
Critical Bottleneck Evacuation Time Estimates Figure 28 Links Scenario: Typical Weekday Salem Generating Stations i Hope Creek Generating Stations I
TABLE 13 POrENTIAL CRITICAL LOCATICNS ON SELECTED EVACUATICN ROUTES 6 Adverse Weather Bottleneck (delay) Time Critical Bottleneck - Links / Locations
- Hours : Minute 1 ll2/ Quaker Neck Road from 10 mile radius to Quaker Action Station Road 1:08 136/ Market Street, from Broadway West to Grant Street 1:42 145/ Route 45, frca Route 540 to Quaker Action Station Road 4:35
- 154/ West Broadway, from Route 149 to Pennsville 5:46 232/Warwich Road , from Broad Street to Bunker Hill Road 2:09 325/ Hamburg Corner Road, from Route 9 to Hamburg Road 2:38 Intersections requiring traffic control personnel /(approach lirJcs)*:
Maskell Mill Road, Canton Road and Route 540/(21, 22, 25) Main Street and sickley Street /(15, 93, 94) Route 49 and Quaker Action Station Road /(102, 103) Walnut Street and West Broadway /(ll7,118) Broadway and Yorke Street /(119,150) Market Street and Grant Street /(ll8, 135, 136) Grant Street and Kaasbey Street /(109,110,137) l 1 Grieves Parkway and Isbury Road /(127,128,153) For locations refer to Figure 29.
+
control personnel who are stationed at signalized intersections will either manually operate or shut off the system. I I. INDUSTRY SBUTDOWN TIME Some industrial facilities located in the EPS have indicated that they could not immediately shut down their operations in the event of an evacuation. The manpower and time required for shutdown varies from f a low of four egioyees working for 15 minutes to 20-25 egloyees for f 3 to 4 hours to close specific industrial plants. Two industries indicate that some difficulty would be posed in shutting 1 down operations. The Stauffer Chemical Cogany stated that it would require minimum staffing even af ter shutdown, because of the danger of explosion or fire. The Getty Refining and Marketing Corporation has never shut down its plant and would require a minimaa of 85 ogloyees over the course of several days to do so. Table 14 lists those industries identified as requiring shutdown times and some relevant data. 4 O I
i
/ -
< g af
(.
'l
= --m }f~ a_-
. / *
.f=\\p =+. -
V N:,: I w i. " -~~w _
/'N, \ g , \ s
- 7
, e-c:'>::)
w #W ;u
... W a m 3. ,! c', , ---
.Y ' ,
s ,e. .=\ s _ - , ,e " _ , .._ es,,, .
, y . "*
k p
.Q Y
?y-.rm -4
'a '.
l'n ;2 a T:.:=*M ' 5
' -T s
~
, - - }; N'_ '
.;:2:~, 'g\
's , ps 's.
2 a g
.f/ an..'3,,, '-
f,, * .
/: . i,%e 'd8 J , , ,> , ,- ~ .\. 4-j ,,, f',i
%_ , t,h_"-
f' g,. "t s
^. r, .l,E ../ ,
. [rl; 2 i
- 8
.<-~~w-m ,j t-
.,-- - . ,s , ~ _ ~;
t' u
/
y,p- , 8 Tv ,.' ; '
; 9. ' 4.,. ' ';. . c.*.
J m 7p.g.->-2 - -
,. e
' // ,.y- .'-
- 1,T . ,,;, 'x, - ; ,,.... ,1 c, .l
',i,, '_-'M 5
co N, i'h is' kMc, .~~. t 'l N $i="' s~ F "## d
" .: ~&4,%,l j i, s 4?,,, .,,0, 5 ,f.,,,
'f mm ---
.,g ,
- b$
r '~
,- +
-c ,,,%
-* , ,.,,, ~
N *s, L-1 ~ j y,%
, s 4 3 ,/ n l ,.
N /
-1 4 ,C ' ,
< ;g%,
i
' s s '-
s
, ~ . 7.r y,:
,, :=
,'s ' M ' 3 y , ;i . , "A s :,,........ v og v
i / '= , _g
<% 4: ,,+ t' l N -
',//
s 21
,/ #
\ .g ....l . ',.. i s
i
/ w w .- < - % ,
,x....'. ,, % c
'%i- l s ,
l ......,
/
, , ') ,s ra,g= ;;. ! ;
" ,\
- - s',sy h'
% 's..,
s 4 g 4 .: S L.esas
- . , , !n .t _ , a, .1 o.: s- .m Pr.a.rv E cu. nom m.ui
_ r. .s e, .,, o si = .- ,. t ,,,
,a s a . m b7 e, t .
. e_
.;e
. - - - m c_= w ---- . -
Critical Bottleneck Evacuation Time Estimates Figure 29 Links Scenario: Adverse Weather . Salem Generating Stations Hope Creek Generating Stations
Table 14 , 6 Industry Shutdown Requirements Time Required Manpower Required Name and Location for Shutdown for Shutdown Air Products 15 min. 4 employees Delaware City, Delaware American Boeschtt Corp. 30 min. 10 employees Delaware City, Delaware Stauffer Chemical Plastics 1 br. 30 ogloyees Delaware City, Delaware Standard Chlorine 3-4 hrs. 8-10 employees Delaware city, Delaware Diamond Shamrock Corp. 3-4 hrs. 20-25 employees Delaware City, Delaware Getty Refining & Marketing several days 85 employees Delaware City, Delaware Stauffer Chemical danger of explosion 2 employees must Delaware City, Delaware or fire with shutdown remain even if plant is shut down Anchor Hocking several days 20 employees Sales City, New Jersey V. OWER 6 A. RECEPTICH CENTERS AND SHELTERS
~-
Reception centers have been identified for New Jersey by the New Jersey State Police and County Civil Defense Coordinators. A Registration center and shelters have been identified for Delaware by the Division of Emergency Planning and Operations. The reception centers and the shelters would serve as relocation facilities in the event of an evacuation due to an incident at the Sales or Hope Creek Generating Stations. The centers and shelters,"which are shown on Figures 30, are located outside a 15-mile radius from the generating stations. It is intended that these centers and shelters could serve as long term shelters (up to one or two weeks) for that portion of the general population who have no alternative temporary housing. In addition, if it is deemed necessary, one or more of these centers or shelters could be designated for use as a decontamination facility. s B. LOCAL OFFICIAL COMMENTAKf In order to encogass cooperative and comprehensive planning efforts for this study, several work session meetings were held both in New Jersey with the New Jersey State Police, local civil defense / disaster control officials and county planners, and in Delaware with the Delaware Division of Emergency Planning and Operations representatives, the Kent County Emergency Operations Coordinator and representatives of the New Castle County and Kent County Planning Offices. The contribution of these agencies has been necessary in the development of the information in this document. An evening work session was held on April 21, 1980 for areas in New Jersey. Representatives from FEMA, New Jersey State Police. Emergency Management Division, New Jersey State Department of Health Emergency Medical Services, and county and local civil defense / disaster control agencies were in attendance. Evacuation Sections, Areas and routes were considered and approved. Schools, emergency vehicles, special 4
, =
, - ym _ - - ,. g , ,.
r= i _" 's - - . Q , g me
~
'- /,- w w p --
g
.m.a ,5 -* +> % .
"' ~
ed
~
. I ~< ' ~-
n- - x_
-"s ,
? ,
l 3 i _a e N ,' I e,,, 6 315M _' _-
,, _ ,_ g -
=,,,,. g - ?'.., ;s> '-
.D * "' " ' (= D11 N 14., ' 7 mD -
'an-. '
Y" .
'W 0% ""'
[ E ,
' _. ,,,, in
~
. ,,,,,, s., !
~ D14 A '
_ gg. ~
,p . vm y _
, iw * -
p.,,
*v' N
. ~ , , ' ' gg
;N
,y, v
3 N6_a g ' " _\ 34 ", a .- ,,
, Si - a.
; e- NG ,,,,,
9, ,
>W 4*i - -
FM __ > -
,e e . .w.e ,, e, p _I .
* ,, 8 7,,'"8 w u A
- n N4 '
.- >t ee r:::o. _.. m _ __ ... .
q ' - - - .
._ t .
- ' ~' "
_; s , 4 N J' gf=" g k 9 ~ .?-
< N1 11 .
\
9 I
.N10 "
L ==
.~
a- e N1 $ -
,= . . , l ,
em -
* . b' o
===
s w-.w ..+ . ,a ..
= -
._. *g - ** '
, = t '* m,.
**'_ [ ' ,,
+,,- 2 = -
J a f 1 Salem & Hope Creek " g ia me c y ,_ ,,,
~ "'"" '
6 l,, (( Nuclear Generating Stations ==
' A
- w ,t=- ,
T i
, mee w e Feen.e.
a
$D7 '" *
- c,
! ($ 09 .
- Ca' 1 '
c,.m e i .
. D 5 ,
,a . ,,,,, - - - -
' ' D10 .e
/2 AN
. .i na , n' =j =
= =a Reception Centers-New Jersey Registration Centers (R.C.) and Shelters-D elaware E *i I.*.' ~ "'*"'" =" IOl!"e"t.O n E"mI'"'* os "um"".". u "d s
- ':::".'.". t::: ";; ::::ta",*, n .:::10:::"."* :::l : ; c"'.'.'.' ". = "'
llt 8"c."t. ': ' -""::':"."' : 5*::::"::::",,.',u. 3;t !;".*. :'."'
- l::""It" ."," = "; ="o' in'0::".".Lu. """""*""-"'"*-'
Reception Evacuation Time Estimates Figure 30 Centers and Shelter 3 Salem Generating Stations Hope Creek Generating Stations
_ _ = _ - _ .- ___ __
- facilities, and special problems likely to affect an evacua' tion were ,
also discussed. The Salem County Civil Defense / Disaster Control Coordinator and Deputy l Coordinator have both stated that the evacuation time estimates as con-
> tained in this report seen quite reasonable.30 During work sessions held July 22 and 23, 1980 in Delaware, representatives from the Kent and New Castle, Planning Offices and the Kent County ' Emergency Operations Coordinator reviewed and approved Evacuation Areas. Schools, special facilities, and evacuation routes were also discussed. Draft copies of this report were reviewed by representatives of the DEPO and the New Castle and Kent County Emergency Operations Coordinators. The DEPO and both County Coordinators responded that the evacuation time estimates shown in this report seen reasonable.30, I
C. RE:CNtENDATIONS f
- As stated in NURE-0654, " specific roccessendations for actions that
- could be taken to significantly improve evacuation time shall be given."
Based on this time estimate analysis as well as experience elsewhere, the following actions should be considered: l l o Deployment of additional traffic control personnel to intersections at bottleneck locations identified as critical links. i l o Undertaking an information program for local officials, other public agencies, and citizens in proper procedures and routing for evacua-
. tion through meetings, public presentations and newsletters.
o Designation of primary evacuation routes with, for exagle, Civil Defense evacuation route markers (CD-1), as described in, Section 2G of the 1978 U.S. DOT Manual on Uniform Traffic Control Devices.
- o Use of additional transit and emergency medical vehicles within
! close pecainity to the EF3. The use of the vehicles listed as i _ _ . _ _ . _ . . . , . . . . _ _ _ .._..,--.-_,,,_-..__-.---.-.--.v----.-------
l
)
outside the D in Table 7 as well as other appropriate vehicles close to the EPS would substantially reduce the evacuation times ; for the transit dependent population and for special facilities.
- 1 e
P w h e e
I FOOTNOTES ! 1. Dresdner Associates. " Distribution of Population within 50 Miles of the Sales Nuclear Generating Station." April, 1980. .
- 2. Interview with John Bolland, Director, Planning Board, Canberland County, j on April 30, 1980.
7 Interview with Christopher Warren, Staff Planning Director, Planning Board, Salem County on April 30, 1980. j work session with Christopher Warren on May 21, 1980. ,
- 3. Telephone communication with Christopher Warren on February 11, 1981.
l 4. College of Urban Affairs and Public Policy, University of Delaware.
"1978 Provisional Estimates of Population and Households by Modified j Grid for New Castle County."
- 5. Work session with Robert O'Brien, Mike Thompson, and Bud Golder on July 23, 1980.
- 6. Telephone ccommunication with Christopher Warren on February 11, 1981.
Telephone communication with Alan Silverman on February 8,1981. Telephone communication with Robert O' Brian and Mike Thompson on February 8, 1981. I 4 7. Telephone communications with A. Bagdasarian, Standard Chlorine, on July 15, 1980 and February 5, 1981. rolephone communication with Kent Brown, Personnel Manager, Anchor Hocking, on February 5,1981. - u Telephone communications with Mathias Fallis, American Hoechst Corporation, on July 16, 1980s February 5, 1981. t Telephone enzunmications with Al Grandell, Assistant Superintendent,
- Delmarva Power and Light,on July 14, 1980 and February 5, 1981.
Telephone communications with Henry Morris, Stauffer Chemical Company, j on July 15, 1980 and February 5, 1981.
^
f Telephone communications with Gene Lankenau, Director of Personnel, 1 Mannington Mills on May 23, 1980 and February 5, 19813 and,with Janice Collier, Personnel Department,on February 6, 1981. Work session with Alan Silverman, New Castle County Planning Office, on July 22, 1980.
j
.j 1
Telephone communications with Ben vilbert, Getty Refining and Marketing, on July 14, 1980, and February 5, 1981. Telephone communications with Barbara Wayne, Air Products on July 15, 1980 and February 5, 1981.
- Work session with Christopher Warren, Planning Staff Director, Planning Board, Salem County, on May 21, 1980.
Telephone commmnications with Barbara Milligan, Stauffer Chemical Company, on July 15, 1980 and February 5, 1981.
- 8. Telephone ccamunication with Officer Keane, U.S. Coast Guard on -
October 17, 1980. .
- 9. Telephone comemnication with Lloyd Alexander, Delaware Fish and Wildlife Division, on October 17, 1980.
Telephone casuunication with Raymon Armstrong, Fort Delaware, on October 17, 1980. Telephone comemnication with Berg Bauer, Marlboro Marina, on October 27, 1980. Telephone commmnication with Midge Cole, Fort Mott State Park, on October 15, 1980 and February 9, 1981. Telephone communication with H. L. Conge, Delaware City Marina, on October 21, 1980. Telephone comanunication with Dick Dilks, Dock Master, Cohansey Marina and Casino on October 15, 1980.
. Telephone communication with Jess Winfield, Conservation Officer, New Jersey Division of Fish and Game, on October 15, 1981.
- 10. Telephone communication with Ray Delano, Salen Motcr lodge, on october 22, 1980.
Telephone comumnication with Scott Brown, Odessa Mots,1 Court, on i October 22, 1980. Telephone communication with Rita carbine, Pleasant Bill Motel, odessa, on october 22, 1980. , Telephone co m ication with Eugene Gawlick, Parkway Motor Court, Messe, on October 22, 1980.
- 11. U. S. Bureau of the Census, Journey to work,1970 census of the Population, June,1973.
- 12. Telephone coautunication with Paul Fredericks, Salem County Memorial Hospital,on May 28, 1980.
i I l Telephone communications with Dr. Joseph A. Lacavera, Medical Director, l Salem County Nursing and Convalescent Home, on May 30, 1980,and with 6 l Mrs. Karnian, Personnel Department, on February 5, 1981. ) l Telephone coamunications with Jean Cooper, Salem Cbunty Board of Chosen l Freeholders,'on February 5 & 6, 1981; and with Freeholder George A*yers, on , February 18, 1981. l l Telephone communication with Ronald McGuinness, Director, Governor llacon Health Center, February 5, 1981. l Delaware Radiological Emergency Plan, June 1980.
- 13. Telephone conatunication with othello A. Garbini, Warden, Salem C'ounty Jail, on May 20, 1980. .
l Delaware Radiological Dnergency Plan, June 1980. i Telephone communication with T cmas Gulledge, Delaware Correctional l 1 Cantar, July 25, 1980.
- 14. Telephone communication with John O. Berwick, Superintendant, Cumberland County Schools, on May 20, 1980. 1 Telephone communication with Jim Burger, Head Master, Woodland County Day School, Stow Creek, on May 23, 1980.
1 I Telephone coussunication with Julie Doughty, Volunteer, St. Mary's School, Salem, on May 15, 1980s and with Ms. Evans, February 4, 1981. Telephone communications with J. Howard Hunt, Superintendent, Salem County Schools, on May 23, 1980s and with Pat Ccunsellor and Donna Normine, on February 3, 1981. Telephone communications with Mrs. Loessner, St. Andrews School, on July 15,1980s and with Carol Simondinger, on February 3,1981. Telephone communicationar with Mr. Harry Poyser, Delaware Department of Public Instruction, on July 14, 1980 and February 4, 1981. Telephone co-nications with Mr. Tinker, Broadmeadow School, on I July 15, 1980; and February ~3, 1901. l Telephone communication with Mr. Vassallo, Principal, Morris Goodwin School, on February 4, 1981. Telephone communication with Mr. Bortle, Principal, Stow Creek School, on February 4, 1981. Telephone cosmiunication with Olive Loss, Appoquinimink School Districts on February 4, 1981. Telephone communication with Dr. James Wilson, New Castle County
- School District, Area 4, on February 4,1981.
I
Telephone communication with Margaret Buckson, Ceaunodore McDonough and Delaware City Elementary Schools., on February 4,1981. , Telephone comununication with Steve McClain, Principal, Gunning Bedford Middle School, on February 4,1981. Telephone comununication with Pat Forrestor, Au Clair School, on February 9-20, 1981.
- 15. Work sessions with the New Jersey State Police in May 1980 and with the Delaware DEPO in July 1980s telephone conversation with Lt. Emerson, Delaware State Police, on July 29, 1980; and meetings with Alan Silverman on July 22, 1980 and with Robert O'Brien, Mike Theepson, and Bud Golder on July 23, 1980. -
- 16. For public bus transport:
Telephone comununications with Melvin Campbell, Salem County Transit , on May 16, 1980.
' Telephone coammunication with George Knutkowski, Delaware Authority for Regional Transit, on July 25, 1980.
For school vehicles: Telephone comununication with John O. Berwick, Superintendent, Cumberland County Schools, on May 14, 1980. 1 Telephone comununication with Jim Burger, Head Master, Woodland County Day School, Stow Creek on May 23,1980. Telephone cosamunication with Julie Doughty, Volunteer, St. Mary's School, Salem, on May 15, 1980. Telephone communication with J. Howard Hunt, Superintendent, Salem County Schools, on May 23, 1980. Telephone ceaununication with Carrol Bilbrough, Carrol Bilbrough, Inc., on July 21, 1980. Telesbone comununication with Fred Johnson, Fred Johnson Bus Services, Inc., on July 21, 1980. Telephone comemnication with William Watson, Watson Bus Service, on July 21, 1980. Telephone communication with Jack Tickett, Appoquin4=4ak District Transportation Supervisor, on July 15, 1980. Telephone coannunication with David Jones, New Castle County District Transportation Supervisor, on July 15, 1980. Telephone conmounication with Mrs. Loessner, St. Andrews School, on July 15, 1980. t
Telephone commtunication with Mr. Tinker, Broadmeadow School, on , , July 15, 1980. For emergency vehicles: - Telephone comunanication with Thomas Hassler, Salent County Ambulance Coordinator, on May 23, 1980. Meeting with John Hoffman, Cumberland County Civil Defense / Disaster Control Coordinator, on April 30, 1980. Telephone -mication with James Bell, Emergency Comununications , Division, New Castle Fire, Board, on July 18,1980. l Telephone commiunication with Charles Nabb, Emergency Medical Services Coordinator for Delaware, on July 17, 1980. Telephone communication with William McCracken, New Castle County Ambulance Services, on July 18, 1980. l For special facility vehicles: Telephone communication with othello A. Garbini, Warden, Salem County Jail, on May 20, 1980. Telephone communication with Paul Fredericks, Sales County Memorial Hospital, on May 20, 1980. Telephone ccessunication with Dr. Joseph A. LaCavera, Medical Director, I Salent County Nursing and Convalescent Home, on May 30, 1980. )
~
}
For other vehicles: Telephone ccumunication with Frank Bilderback, Salent County, Non-Dnergency Medical Transport, on May 16, 1980. s l
*elephone communication with Anne Boyle, Association of Retarded Citizens, Salent County, on May 23, 1980. (
Telephone communication with Dale Finch, Cumberland County Office on Aging, on May 16, 1983. Telephone communication with Mr. Weyant, Kant County Department of Aging, on July 17, 1980. Telephone ecensunication with Eleanor Cain, Delaware State office - on Aging, on July 18, 1980.
- 17. Work session in Salem City on April 21, 1980.
- 18. Delaware DOT 1979 Maintenance Control ATR Counts. Telephone ccmununica-tion with Bill Elgie, Delaware DOT, on July 29, 1980.
- 19. Work session with Alan Silverman, New Castle County Planning Office, on July 22, 1980.
- Work session with Robert O'Brien, Mike Thompson and Bud Golder, Kent County Planning Office, ton July 23, 1980. .
- 20. Telephone communication with Bud Goldeir, Kent County EOC, on July 30, 1980.
- 21. Level of Service definitions:
Level of Service D approaches unstable flow. Tolerable average operating speeds are maintained but are subject to considerable and sudden variation. Freedce to maneuver and driving comfort are low because lane density has increased to between 45 and 50 vehicles per mile (28 and 31 vehicles per kilometer), and the probability of accidents has increased. The upper limit of Level of Service E is the capacity of the facility. Operations in this zone are unstable, speeds and flow rates fluctuate, and there is little independence of speed selection or maneuver. Since headways are short and operating speeds subject to rapid fluctuation, driving ccafort is low and accident potential high. Baerwald, John E., Editor. Transportation and Traffic Engineering Handbook. Englewood Cliffs, New Jersey: Prentice Hall. 1976. p.315. .
- 22. Work session in Salem City on April 21, 1980. Meeting with Christopher Warren on April 21, 1980.
- 23. Work session with Ed Hillis, Delaware DEPO on July 7, 1980. Work session with Alan Silverman, New Castle County Planning Office, on l July 22, 1980.
- 24. National Climatic Center. Climatological Data: Annual Summary 1979, -
New Jersey and Delaware. Ashville, North Carolina. 1979.
- 25. Telephone e-mication with Thomas Dwyer, Public Safety Director, Iower'Alloways Creek Tbwnship, on June 4,1980.
- Telephone commuunication with William Fox, civil Defense Director, Mannington Township, on June 3, 1980.
Telephone communication with John Galasso, Civil Defense Director, Lower Alloways Creek Township, on June 3,1980. Telephone comununication with Norman Kingsley, Civil Defense Director, . Quinton Township, on June 3,1980. TelephonecouemunicationwithJohnHoffman,CivilDefense/Dksaster Control Coordinator, Cumberland County, on June 2,1980. a
l Telephone comununication with Donald May, Civil Defense Director, 8 Salem City, on June 2,,1980. Telephone comununication with George Reed, Civil Defense Director, Pennsville, on June 3, 1980.
- 26. Telephone conusunications with Ron Knapp, Delaware DEPO, on July 24, 1980 and August 4, 1980.
Telephone conusunication with Bud Golder, Kent County EOC, on August 5, 1980. Telephone comununication with Bill Thomas, New Castle County EOC, July 24, 1980. ,
- 27. Telephone comununication with Victor L. Saynisch, Emergency Management Division, New Jersey State Police, on May 30, 1980.
Telephone comuuunication with George Stewart, Delaware State Marine Police, on July 29, 1980. i Telephone comununication with Operations Officer Keane, U. S. Coast Guard, on August 7,1980. l
- 28. Telephone comununication with Bud Golder on July 30, 1980.
- 29. Regarding the hospital in generals Telephone coaumunication with Paul Fredericks, Salem County Memorial Hospital, on May 28, 1980.
Regarding sheltering capacity: Telephone cosusunication with Albert Smith, Emergency Management Division, New Jersey State Police, on May 30, 1980. _. Regarding emergency planning: Telephpne couauunications with Robert Hung, Emergency Medical Services, . New Jersey State Department of Health, on May 21, 1980 and June 3, 1980.
- 29. Delaware Radiological Emergency Plan. June 1980.
Telephone communication with Thomas Gu11 edge, Delaware Correctional Center, on July 25, 1980.
- 30. Review was based on a draft version of this report.
f APPENDIX A
~
6 i Mrr50DOIDGE TO ESTIMATE ROADWAY 11tAVEL TIMES DURING EVACUATION
- 1. INTRODUCTION On November 29, 1979, the United States Nuclear Regulatory Commission (NRC) requested all nuclear power reactor licensees to submit estimates of the time required to evacuate the population within a 10-mile radius of nuclear l facilities. Se estimates were to be made primarily for the purpose of pro-l viding those officials who would make evacuation decisions in an emergency j situation with knowledge of the time required to couplete an evacuation of one segment or all of the population.
Subsequent to this rsquest for evacuation time estimates, a document entitled Criteria for Preparation and Evaluation of Radiological Energency Response Plans and Preparedness in Support of Nuclear Power Plants (NURE-I 0654/ FEMA-REP-1) was published in the Federal Register in November of 1980 by a joint Federal Baergency Management Agency / Nuclear Regulatory Comunission l Steering Consmittee. B is document, the purpose of which is to provide a 1
! basis for 1stC licensees, State, . County, and local governments to develop radiological emergency plans and isprove emergency preparedness, requires, among other things, an evacuation time assessment study for the 10-mile plume exposure pathboy Emergency Planning zone (EPS). Se evacuation time assessment as described in the document consists of estimates of notification time, J
preparation time, roadway travel and delay time, and confirmation time. 1 - In response to the initial 1stC request in November 1979 and to NOREG-0654/ FEMA-REP-1, Parsons Brinckerhoff Quade & Douglas, Inc. developed a fixed route traffic assignment model which loads the network and cogutes the route ) travel and delay times. It is a static model which assumes instantaneous - t loading of the evacuation network and concurrent vehicular demand on each
- roadway segment .
A-1 4
-----..,,_-,..e- .,,,,.,_-.-r,_._,.._,__._m. _ _ , , ,m__.,, _ _ _ ,_.,m%,, . _ . , , ,..n__ - . , - , , , , . - . _ . . , .m,,_g.m_..
Section 2 of this report presents the methodology, assumptions and traffic - assignment algorithm structure used in the emergency evacuation time estimate
- simulation model. In addition, an analysis of this static model and DYNEV, a dynamic model developed by KID Associates with which it was compared speci-fically in verifying the evacuation time estimates for the Indian Point Nuclear Generating Station, is provided in Section 3.
0 l l a 6 b2
- 2. METHODOIDGY s
A. Static Traffic Assignment Process !
- 1. ' Inputs i
1 The static traffic assignment process developed to estimate roadway travel and delay times requires three basic types of input. De first type relates to the characteristics of the evacuation roadway network, which ,com- - prises one-directional links, each having its own attributes. The links are described in terms of their capability to accommodate evacuating traffic (evacuation capacity), length, and free-flow speed (speed limit) . ne second type of input required for this assignment process is zonal vehicle trip generation data. The EPZ is disaggregated into traffic zones, and the numbers of trips by each vehicle type (e.g., autos, buses, ambulances) j are estimated in terms of passenger car equivalents (PCE's) for each traffic sone. Buses are weighted as the equivalent of two passenger cars in this analysis. In addition, terminal times for all trip types for each traffic zone are input. The terminal time for autos represents the time to drive from homes within the traffic sene via feeder streets to the first link of j the primary evacuation route. For buses and special vehicles, terminal time
! represents the total time for the vehicle to travel from the point of origin (staging area, garages etc.) to the pick-up location; loading timer circulation time (multiple pickups): and the time to travel to the first link on an evacu-ation path.
t The third input type used in the static assignment process is evacuation path data. Evacustion routes are designated fimod pathe entending fron the traffic zones to the IPS boundary via specific roadways. Separata paths are developed for each trip type (auto, bus, ambulance) and are espressed in terms of connecting link numbers. Destinations (i.e., reception centers) j are defined for each traffic zone and input for the purpose of determining the number of vehicles and passengers expected at each destination. Average vehicle occupancies are used to estimate the number of passengers arriving.
; A-3 . ,,. , ,.-.,,-.--..,.,--,-----,,m,,,,-,.,rn_.-- - _ . . - _.,.-.g.-___,,.-,.,,-.,_,,.n.,.._., a __,n_, , , , . -, _ ,., e._,.
I
- 2. Static Assignment Algoritha ,
i
. I A computer program was written to process the above input data and cogute roadway evacuation times for each trip type by traffic zone. ,, ,
1 Initially, the progran calculates the total vehicular demand volume (in PCB's) on each link in the network by aggregating the vehicle trips generated by each traffic zone along the evacuation path. Implicit in this assignment is the assuqtion that all vehicles from all zones using a given evacuation route were on each link along the designated route concurrently. The as' sign-ment process is thus considered " static", because the spatial movement of vehicles through the network as a function of time is not explicitly recog-niz ed. For each link in the network, three additional computations are performed. ] First, the free-flow travel time is calculated as the quotient of the link i length and the free-flow speed. Second, the total vehicular demand volume is divided by the hourly evacuation capacity of the link to obtain the ratio l of volume to capacity (V/C) for the link. Finally, the evacuation speed or delay time is computed for each link, depending on whether the V/C ratio is greater or less than 1.0. The formula contained in the Federal Highway - Administration August 1973 Traffic Assignment Manual was adopted and modified as follows for use in computing the speed at which evacuees will travel Evacuation Speed = Free-Flow Speed , . 4 l l 0.25 Demand ,g j Capacity ~' 1 l I Following these calculations, the podel computes the roadway travel time for each traffic zone's evacuation route (or routes, since some buses j and special vehicles have separate routes) by scanning the links comprising
- the evacuation route to determine the maximum V/C ratio along the route.
I i When the hourly evacuation capacity exceeds the total demand volume (V/C ratio less than 1.0) for all links along the route, the link evacuation
, speeds are used to cespute link travel time, and the travel times for each A-4
link along the path are summed to obtain the zone-to-EP -boundary roadway ,
- travel time for the route.
When the traffic demand volume exceeds the hourly evacuation capacity (v/C greater than 1.0) along any link of a traffic zone's evacuation route, the roadway travel time is calculated using the maximum link delay time incurred along the route. Link delay time is calculated free the volume / capacity ratio for the link. The link with the maximum ratio is identified as the bottleneck link for the evacuation route for use in future planning. Other
~
links along the route where the vo1ume/ capacity ratio exceeds 1.0 are also identified for planning purposes. The roadway travel time as determined above is added to the terminal time and the f ree-flow travel time for each zone trip type to determine the total roadway evacuation time. The total roadway evacuation time resulting ) from this analysis represents the time for the last vehicle in the sone to clear the EP3.
- j
- 3. Outputs The computer program developed for the static assignment process provides
] five basic reports which are used in the evacuation planning process. The reports are described below: l l j a. Sunnary of link statistics; link number, description, length, free-flow speed and time, vehicular demand, evacuation capacity, and demand / capacity ratio. 4 l l b. Svamary of traffic zone statistics number of trips, evacuation ! route, destination, terminal time, free-flow travel time, roadway travel time, total evacuation time, and bottleneck link, for each f i trip type, sorted in ascending order by total evacuation time, i i 4
- c. Sunusary of all bottleneck links and the traffic zones which use them.
I A-5
i I i I
- d. Summary of all destinations and the number of vehicles (by type)
, and passengers assigned to each. e
- e. Distribution of the percent of the total population evacuated as, a function of time.
B. Evacustion Capacity A critical element in determining the amount of time needed to evacuate any given area is the capacity of the existing roadways to accommodate t'he anticipated vehicular volumes. Once the capacity calculations have been developed, the roadway travel time and congestion / delay time occuring during evacuation can be computed. l The procedure used to determine the evacuation area roadway capacities is based on the Federal 51ghway Administration's 1965 Nichway Capacity Manual and the Traffic Engineering Series Capacity Analysis Procedure for Signalised Intersections. Definitions of specific- technical terminology used throughout s the following paragraphs are based on the Highway capacity Manual. j The roads and highway in the evacuation area were categorized into four groups: two lane, two-way highways two-way urban streets j two-way urban streets with parking four lane, two-way divided highways. l For each of these groupings, base capacities at Level of Service I and Level of Service D are calculated. Level of service I capacities are used l in the adverse weather scenario. The base capacity is determined by using i factors which take into account the impact on traffic operation caused by existing roadway width, shoulder width and lateral clearance. Other standard capacity inhibiting factors (such as passing sight distances, percent trucks and type of terrain) are considerably less significant for the emergency evacuatien condition and, therefore, are not considered. All applicable A-6
factors were abstracted from the Highway capacity Manual using the tables
- cited in the following paragraphs or from the charts contained in capacity
- Analysis Procedure for Signalized Intersections.
' = i
- 1. Two Lane, Two-way Roadways Table 10.7 of the Highway Capacity Manual shows the maximum service volume under ideal conditions for passenger cars traveling in both directions on a two lane highway as 2000 vehicles per hour (vph). This value, which represents the base capacity as Level of Service E for two lane, two-way roadways, is modified to represent a one lane outbound flow as described below. ,
1 The base capacity for this type of roadway at Level of Service E is further reduced by a factor of 0.58 to determine base capacity at Level of Service D. This factor, which is also shown in Table 10.7, represents a restricted aver. age highway speed of 40 miles per hour with no restraint created by limited passing sight distance. It is anticipated that during an emergency evacuation, the traffic demand would approximate 90 percent in the direction of outbound movements. In' the interest of providing a conservative yet realistic capacity estimate, 80 percent of capacity is assigned to the outbound direction. Thus, from the above considerations, the base capacities at Levels of Service (ICS) D and F can be computed as follows: ICS Base capacity = 2000 X 0.58 10.80 = 928 vph. D 14 S E Base Capacity = 2000 1 1.00 1 0.80 = 1600 vph. Each segment of the evacuation roadway network has individual characteris-tics which further reduce its ability to meet the demand volume. From Table 10.8 of the Highway capacity Manual, factors associated with the lane widths and side clearances (referred to as a *w" factor) are applied to the base capacities to derive the segment's actual capacity. For example, for a segment with two twelve-foot-wide travel lanes and no shoulders, the base 928 capacity A-7
is multiplied by a factor of W = 0.88 to produce a capacity for the segment _ of 817 vehicles per hour at Level of Service D. 6 Thus, from the above derivation, the Level D and E capacities for evacu-ation traffic are computed as shown below where W is the factor from Table 10.8. - Two Lane, Two-Way Roadways
- LOS D Capacity = 928 x ,W i
LOS E Capacity = 1600 x W. i i 2. Two Way Streets with Parking i , capacity and service volume for an urbanized area are determined by other factors, such as the presence or absence or parking, percent traffic turning, and allowable green time at a signalised intersection. To evaluate
\
the effects of such factors on capacity, the Leisch Nomographs from the Traffic Engineering Series - Capacity Analysis Procedura for Signalized Intersections are used. 1 ]
- 3. Four Lane Two-Way Highways, Divided Highways l
! Table 9.1 and 9.2 in the Highway capacity Manual are used for this cate-gory of road segment. The derivation of Level of Service D capacity assumes tha t, for eme'rgency evacuation conditions, 0.95 was an appropriate peak hour factor, since the demand would be high and virtually constant å the 4 evacuation period. Thus, as per Table 9.1, 4000 Capacity at Ic8E X 0.90 q (reduction for speed impediment) X 0.95 (PWF) = 3420 or Capacity D. W factors j from Table 9.2 of which adjust for lane and shoulder widths when applied to Capacity D would yield the segment capacity at Level of Service D. There-fore, the calculated capacities for four lane divided highway segments ares A-4
. l 1 1 1 i l Four I,ane Divided Highways IDS Capacity = 3420 X w D ICSD Capacity = 4000 X W . i Where W is the factor found in Table 9.2
- 3. Comparative Analysis of a Static and a Dynamic Model Results -Indian Point Nuclear Generating Station, New York The benchmark analysis consisted of a series of static and dynamic assign-1 ments to obtain comparable estimates for these types of andel of roadway travel times to evacuate residents of the Indian Point Dt. Common to all of the traffic assignments, regardless of the model, were the number of trips generated by each zone and the test evacuation network. The test evacuation network consisted of the two southern quadrants of the Indian Point DI.
Separate benchmark analyses and evaluations were made for normal and poor weather conditions. The basic difference between these analyses was the roadway carrying capability (evacuation capacity) . Level of Service E roadway capacity represented evacuation under normal weather conditions, whereas capacity at Level of Service D represented poor weather evacuation i i conditions. For poor weather conditions, free-flow speed reductions on the l i order of 20 percent were put into effect. j The static traffic assignment model was executed once for the entire l i test evacuation network (each quadrant to the west and east of the Budson l River) to obtain the evacuation roadway travel time estimates for all routes I for a given weather condition. Bence, two runs were required to obtain the static-model evacuation time estimates for the test network. 4 The dynamic traffic assignment model was analysed separately for each quadrant and each weather condition. Three dynamic traffic assignments were made, which resulted in normal weather evacuation roadway travel time estimates d for routes on both sides of the Budson River, and poor weather evacuation
- ?oadway travel time estimates for routes west of the Hudson River.
i A-9
l } i l l 1 3.1 Static Assionment Results 1 l 1 _ > l For each of the evacuation routes included in the test evacuation network, j the roadway travel times to clear the EPS resulting from the static assigreent, i as shown in Table 1, ranged from 45 minutes to 4 hours 30 minutes under normal weather conditions (Level of Service E evacuation capacities), and from 2 I bours 30 minutes to 6 hours 30 minutes under poor weather conditions (Level of Service D evacuation capacities) . Sixteen critical bottleneck links were identified as an output of the static assignment model runs under both weather . l conditions. - J i i
! 3.2 Dynamie Assignment Results ,
~
- u. s ,
Table 1 also shows the results obtained from the dynamic traffic assign-
- ment Evacuation roadway travel times based on the output traffic statistics I
of the model are rounded up to the nearest 15 minutes. Thus, when a route f exhibited zero volume within a given 15-minute point in time, it actually was cleared of traffic at some point during the proceeding 15-minute time I ' in terval. ,
! Utilizing evacuation capacities calculated for normal weather conditions, a
l roadway travel times ranged from 2 hours 30 minutes to 4 hours 45 minutes for all routes east and west of the Nudson River. West of the river, evacu-ation capacities calculated for poor weather conditions resulted in roadway travel time estimates ranging between 3 hours 15 minutes and 7 hours 30 minutes. 3.3 Concarison of mesults l 1 For the benchmark analysis and evaluation of the test network, the evacu-ation roadway travel times obtained 'from the static assignment model were ) i
- compared to the dynamic assignment model travel times to assess differences l i in the results of the two models and verify results of the static model.
1 l l As shown in Table 1, in all cases, the static assignment evacuation reaches 100 percent coupletion either before or at the same time as the dynamic j assignment evacuation. 4 A-10
e TABLEi COMPARISON OF STATIC AND DYNAMIC ASSIGNMENT RESULTS Total Vehicles Trallic Percent of Total Vehides Evacuated Dusing the Following Time Posiod' Using Assignment 0:451:452.002:152.302:453.003:153:303:45 4:15 4:30 6:30 5:45 6:00 6:15 7:15 Evacuation Route Evacuation Route Methodology 1:00 2:00 2.15 2:30 2:45 3.00 3:15 3:30 3:45 4:00 4:30 4:45 5:46 8.00 6:15 6:30 7:30 East of River Route 8 4.380 Static - - - - - - - -
- 100 - - - - - - -
Dynamic - - - - - - - - - 84 - 100 - - - - - Route 120 6 Static 100 - - - - - - - - - - - - - - - - Dynamic 33 - - 100 - - - - - - - - - - - - - Route SA S.600 Static - - - - - -
- 100 - - - - - - - - -
Dynamic - - - - - -
- 100 - - - - - - - - -
Taconic Parkway 6.156 Static -
- 100 - - - - - - - - - - - - - -
Dynamic - - 97 - -
- 100 - - - - - - - - - -
Amewalk Road 2.676 Static - - - - - 100 - - -' - - - - - - - - Dynamic - - - - - 89 - 100 - - - - - - - - - Total East Routes 20.785 Static - - - - - - - -
- 100 - - - - - - -
T Dynamic - - - - - - - - - 97 - 100 - - - -- - s-- West of Rever Palisades Pashway S.666 Static - - - - - - -
- 100 - - -
- (100) - - -
Dynamic - - - - - - - - 97 100 - -
- (97) - (100) -
Route 9W 3.950 Static - - - - - - - - - - 100 - - -
- (100) -
Dynamic - - - - - - - - - - 99 100 - -
- (87)(100)
Route 303 3.310 Static - 100 -
- (1001 - - - - - - - - - - - -
Dynamic - 98 -
- (908 100 (1000 - - - - - - - - - -
Route 46 1.920 Static - - - 100 - - -
- (100) - - - - - - - -
Dynamic - - - 98 - 100 -
- (100) - - - - - - - -
Little Toe Road 3.025 Static - - - - - - -
- 100 - -
- (100) - - - -
Dynamic - - - - - - - - 99 100 -
- (9 58 - (1908 - -
Route 304 3.665 Static - - - 100 - - - -
- (100) - - - - - - -
Dynamic - - - 90 - 100 - -
- (100) - - - - - - -
Total West Routes 24.416 Static - - - - - - - - - - 100 - - -
- (100) -
Dynamic - - - - - - - - - - 90 100 - -
- (98)(100)
Total Netwosk Routes 45.200 Static - - - - - - - - - . 100 - - - - - - Dynamic - - - - - - - - - - 99 100 - 5 - - -
- Note: Numtess enclosed by pasentheses represent the pescent of total vehicles along a soute evacuated dusing the amie period uung Level of Sesvice D capacities.
Numisees not enclosed by pasentheses segwesent the pescent of total vehicles along a soute evacuated dusing the tune pesuxf using Level of Sesvice E capacities. f
l l I i _ Table 1 indicates a 97 percent correlation between the two assignment , i models on an aggregate basis for the roadway network east of the Hudson River.- } Thht is, in the time that the static assignrant estimated completa evacuatJon ! of vehicles beyond the EPS, the dynamic assiinment estimated 97 percent of the vehicles would have cleared the eft. On a route by route basis, this ! correlation ranged between 100 percent for the most heavily assigned test i j route, and 33 percent for a minor test route, which was assigned only 5 vehicles j during the evacuation. The low correlation on Route 120 (33 percent) results i feca the dynamic model which allocates demand based on a distribution curve which extends over a two hour period; where as the static model assumes con-current loading of all links. i 1 On the west side of the Budson River, where both notasi and poor weather conditions were analysed by both models, the correlations of the overall results between the two models were 99 percent and 98 percent, respectively. Under normal weather conditions, there was little disparity among all six routes, with the resulta varying between 97 percent (Palisades , Parkway) and i 99 percent (Route 9W, Little Tor Road, and Route 304). Poor weather conditions t resulted in route correlations ranging between 87 percent for Route SW and l 100 percent for Routes 45 and 304. i 1 l overall, for the entire test evacuation network, comparison of the static and dynamic assignment results under normal weather conditions indicated i a 99 percent correlation. Generally, when the static andel estimated the i network would be cleared (total vehicle evacuation), the dynamic model esti-1 mated 99 percent of the vehicles would have cleared the EPS boundary. The l j dynamic assignment results indicated that cosplete evacuation of all vehicles f beyond the EPs boundary would occur 15 minutes later than the static assignment I estiaste under normal weather conditions. l l In addition to the evacuation times generated by each assignment tech-j nique, the location of bottlenecks by each methodology was compared. Se dynamic assignment produced as output for each link the percent of vehicles i stopped during the evacuation. His statistic was used as a measure of the A-12
degree of congestion on each link. On a network-wide basis, the average . percent stops for all links was 35 percent.
'Ite 16 critical bottleneck links identified by the static acdel were identified in the dynamic assignment output as well. On these 11nks, the average percentage of stops as indicated by the dynamic model output was 50 percent.
no O a
**a' o
^*
t d l A-13
- 4. CONCLUSIONS 6
The results of the benchmark analysis presented in this report indicate that Parsons Brinckerhoff's static traffic assignment model'can be applied to roadway networks to estimate evacuatier) roadway travel times with a hig5: degree of confidence. Under identical circumstances, the static assignment model results have proven comparable with those produced by a state-of-the-art, couplex dynamic assignment model, which simulates the evacuation process within the framework of t we. Roadway travel times were estimated and congested roadways identified l witn a high degree of correlation using the less couplex static assignment l methodology. A close correlation between assignment procedures exists for varying roadway types, weather conditions, and loading characteristics. 1 A-14
_ APPENDIX B # DESCRIPTION OF EVACUATION SECTION BOUNDARIES . EVACUATION SECTION A (Area 1) (Figure 3 ) From the northern tip of Artificial Island, east to and then along Alloway Creek to the eastern edge of the marsh. South along the edge of the marsh to Devils Gut and continuing south on Devils Gut to Fishing Creek. Along Fishing Creek south to Stony Inlet on the Delaware Bay. Generally l northwest along the shoreline to the northern tip of Artificial Island. EVACUATION SECTION B (Areas 1,15,17) (Figure 4 ) From the northern tip of Artificial Island, east to and then along Alloway Creek to the eastern edge of the march. South along the edge of the marsh to Devils Gut and going south then east along Devils Gut to the private road which runs east just north of and approximately parallel to Patty's Fork and Silver Lake Fork. East then north along the private road to Fogg Road. North on Fogg Road to Silver Lake Road. East on Silver Lake Road to Bancocks Bridge-Canton Road. South along Bancocks Bridge-Canton Road (including dwellings on both sides of the road) to Stow Creek and south along Stow Creek to Oyster Cover on Delaware Bay. Southwest across Delaware Bay on a straight line to the mouth of the Smyrna River (Delaware). Generally northwest along the shoreline to the mouth of Silver Run. Then northeast across the Delaware River to the light at the southern tip of Reedy Island and east to the northern tip of Artificial Island. B-1
EVACUATION SECTION C (Areas 1, 2, 3) (Fiqure 5 ) From the edge of the Delaware River east along Mill Creek to Money Island Road. North on Money Island Road to Fort Elfsborg-Hancocks Bridge Road. East on Fort Elfsborg-Bancocks Bridge Road to Sales-Bancocks Bridge 3 Road. South on Salee-Bancocks Bridge Road to Alloway Creek. Along Alloway Creek east then south to Harmersville Road. From that point south along Canton-Hancocks Bridge Road to Stow Creek (including residences along both sides of the road). South along Stow Creek to Oyster Cove. Then generally northwest along the shoreline to the mouth of Mill Creek. EVACUATION SECTION D (Areas 1,3,4,5,14,15,17,19) (Fiqure 6 ) From the northern tip of Artificial Island, east to and then along Alloway Creek (New Jersey) to the eastern edge of the marsh. South along the edge of the marsh to Devils Gut. South then east along Devils Gut to the private road which runs east just north of and approximately parallel to Fatty's Fork and Silver Lake Fork. East then north along the private road to Fogg Road. North on Fogg Road to Silver Lake Road. East on Silver Lake Road to Bancocks Bridge-Canton Road. South on Hancocks Bridge-Canton Road to Buckhorn Road. On Buckhorn Road east to the Salen 1 County-Cumberland County borderline. Northeast along the Salem County- l Cumberland County borderline to Marlboro Road. South along Marlboro Road to Roadstown. Then south along Springtown Road to Greenwich-Hopewell borderline. South along the Greenwich-Bopewell borderline to Cohansey River. South along Cohansey River to Cohansey Cove. Then west across the Del'avere Bay on a straight line between Cohansey Cove and Woodland Beach (Delaware) . Free Woodland Beach west along Route 6 including homes on both sides of the road to Smyrna Landing. From Smyrna Landing northeast along the Smyrna River to the Flemings Landing Road (Route 9). North along the Flemings Landing Road to the road north of Thoroughfare Neck Road. East along this road to Cedar Sweep and along Cedar Swa g to Collins Beach on Delaware Bay. Then generally northwest along the shoreline to the mouth of Silver Run. From the mouth of Silver Run northeast across the Delaware B-2
River to the light at the southern tip of Reedy Island and continuing _ east to the northern tip of Artificial Island. EVACUATION SECTION E (Areas 1,2,3,5,6,7) (Figure 7 ) From the Delaware River east along Lehigh Road (the northern boundary of Killcohook Natural Wildlife Refuge) to Barrisonville-Light Bouse Road. One half mile east along Harrisonville-Light House Road then east along a line passing through the intersection of Book Road and Route 49 (line is south of, Pleasant Point and north of Barrisonville) and through Mannington Meadow to Manningten Creek. East along Mannington Creek to the Alloway-Mannington borderline. South along the Alloway-Mannington borderline to the Alloway-Quinton borderline. Continuing south along the Alloway-Quinton borderline to the Stow Creek borderline. Then west along the Stow Creek-Quinton borderline to Marlboro Road. Along Marlboro Road south to Stow Creek Road. Along Stow Creek Road west to Stow Creek Landing. South on Stow Creek to Oyster Cove on Delaware Bay. Generally northwest along the shoreline to Lehigh Road. EVACUATION SECTION F (Area 15) (Figure 9 ) From the northern tip of Artificial Island west across the Delaware River to the light at the southern tip of Reedy Island and continuing southwest to the mouth of Silver Run (Delaware) . Then generally southeast along the shoreline to Liston Point. From Liston Point northeast on l a straight line across the Delaware Bay to the mouth of Fishing Creek (New Jersey). Then generally northwest along the shoreline to the northern tip of Artificial Island. EVACUATION SECTION G (Areas 8,9,15,16) (Figure 9) From Elsinboro Point (New Jersey) west across the Delaware River to the eastern edge of St. Georges Creek. West and then north along the boundary of Delaware City to the Chesapeake and Delaware Canal at a point just east of the Delaware City Branch Channel. West along the Chesapeake and Delaware Channel,to Dutch Neck Road and then southwest B-3
1 1 I along Dutch Neck Road to Port Penn Road. East along Port Penn Road , l to Boyds Corner Road and then southwest along Boyds Corner Road to the l 1 dirt road just east of DuPont Parkway (U.S. Route 13) . South along this road to State Road 423 and then west along Road 423 to the DuPont j Parkway. South along DuPont Parkway to Drawyer's Creek and then east
- > and south along Drawyer's Creek to the Appoquinisink River. East along l the Appoquinisink River to the Delaware River. South along the edge 4
of the river to Liston Point. Then northeast along a straight line from Liston Point to the south of Fishing Creek (New Jersey) and generally ) northwest along the shorel,ine to Elsinboro Point. 1 i EVACUATION SECTION 5 (Areas 9,10,15,17) (Fiqure 10) From the northern tip of Artificial Island west across the Delaware River to the light at the southern tip of Reedy Island and continuing southwest to the north of Silver Run. West along Silver Run to State Road 423 and then west along this road to the DuPont Parkway. South along the DuPont Parkway to Drawyer's Creek. East then south along i Drawyer's Creek to the Appoquinimink River and then southwest along the Appaquinisink River to Main Street (Route 299) in Odessa. Southeast along Route 299 to Stumps Corner Road (Route 9) which becomes Taylors Bridge Road (Route 9), then east along Taylors Bridge Road to Flemings Landing Road (Route 9), including the community of Taylces Bridge. Southeast along Flemings Landing Road (Route 9) to the road north of Thoroughfare Neck Road. East along the road north of M oroughfare Neck Road to Cedar Swamp and along Cedar Swamp to Collins Beach on Delaware Bay. South slang the edge of the bay to the Smyrna River. Then east along a straight line from the acuth of the Smyrna River to the mouth of Med scese Creek (New Jersey). Generally northwest along the shoreline to the northern tip of Artificial Island. t E7ACUATION SECTION I (Areas 8,9,12,13,15,16,18) (Figure 11). From the Finns Point Cemetery (New Jersey) west across the Delaware River along a straight line to the eastern edge of Red Lion Creek. West and then south along Red Lion Creek to the municipal boundary of B-4 l l l.__.___ _ _ _ . . _ _ _ . _ ___ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ , . _ . _ . _ _ _ _ . _ . , _ _ , _ . _ . _ . , _ _ _ _ . _ . _ _ _ . _
Red Lion and then south along the boundary to the intersection of Wrang 1,e 5111 Road (Route 72) and Red Lion Road (U.S. Route 3013). South along Route 301.to the Chesapeake and Delaware Canal following the boundary between Red Lion and Pencader. Then west along the Canal to Sumait l at State Road 63. South on Road 63 which forms the boundary between l
> St. Georges and Pencader and continuing south on U.S. Route 301 (State Route 896) to Churchtown Road. West on Churchtown Road to State Road 435. South along this road to Bunker Ein Road. Southeast along Bunker sin Road to Warwick Road (State Route 71). Southwest along Warwick '
Road to Eger Price Road and then south along Eger Price Road to Deep Creek. East along Deep Creek to Silver Lake then east along Silver Lake to the Appoquinisink River. Then generally east along the Appoquinisink ) River to the Delaware River and then southeast along the shoreline to Liston Point. Free Liston Point northeast across the Delaware Bay to the mouth of Fishing Creek (New Jersey) . Generally north along the shoreline to Finns Point Casetery. EVACUATION SECTION J (Areas 9,10,11,12,14,15) (Figure 12 ) From the northern tip of Artificial Island west across the Delaware River to the light at the southern tip of Reedy Island and continuing southwest to the mouth of Silver Run. West along Silver Run to State Road 423 and then west along this road to the DuPont Parkway (U.S. Route 13). South along DuPont Parkway to Dravyer's Creek and then southwest along Dravyer's Creek to State Road 429. Northwest along Road 429 to State Road 435 and then south along State Road 435 to Bunker Ein Road. Southeast along Bunker Will Road to Warwick Road (Route 71) and then l southwest along Warwick Road to Eger Price Road. South along Eger Ptice l Road to Wiggins Mill Road and then southeast along Wiggins Mill to State j Road 454. West along Road 454 to State Road 459. Southeast along Road i 459 to Ebeneser School Road and then east on the latter road to the J community of Forest and the Conrail line. Southeast along the Conrail line to Duck Creek. East along Duck Creek to Mill Creek and then south on Mill Creek to Route 6. East along Route 6 to and including the community of Woodland Beach. Then generany northwest along the shoreline to Liston Point. Free Liston' Point northeast across the Delaware Bay to B-5
)
the south of Fishing Creek (New Jersey). Generally northwest along 6 _ the shoreline to the northern tip of Artificial Island. EVACUATION SECTION K (Areas 1 and 15) (Figure 13) 1 From the northern tip of Artificial Island east to and then along Alloway 1 Creek to the eastern edge of the marsh. South along the edge of the marsh to Devils Gut and continuing south on Devils Gut to Fishing Creek.
' l l Along Fishing Creek south to Stony Inlet on the Delaware Bay. Southwest l
. I across the Delaware Bay on a straight line to Liston Point. Generally j northwest along the shoreline to the acuth of Silver Run. Then northwest across the Delaware River to the light at the southern tip of Reidy Island and west to the northern tip of Artificial Island.
E7ACUATION SECTION L (Areas 1,2,3,8,9,10,16,17) (Figure 14) From Elsinboro Point (New Jersey) at the edge of the Delaware River east along Mill Creek to Money Island Road. North on Money Island Road to Fort Elfsborg-Bancocks Bridge Road. East on Fort Elfsborg-Bancocks Bridge Road to Sales-Bancocks Bridge Road. South on Sales-Bancocks Bridge Road to Alloway Creek. Along Allowey Creek east then south to Harmersville Road. From that point south along Canton-Bancocks Bridge Road'to Stow Creek (including residences along both sides of the road). South along Stow Creek to Oyster Cove. Then generally northwest along the shoreline to the mouth of Mad Worse Creek. Southwest across Delaware Bay on .a straight line to the south of the Sayrna River (Delaware) . Generally northwest alongthe shoreline to Collins Beach. From that l Point west along Cedar Swamp to the road north of Thoroughfare Neck Road. Northwest along the road north of Thoroughfare Neck Road to Flamingo Landing Road (Route 9), then to Taylor Bridge Road (Route 9) including the community of Taylors Bridge. Northwest along Taylor Bridge Road (Route 9) which becomes Stumps Corner Road (Route 9) to Route 299. Continuing northwest on Main Street (Route 299) in Odessa to the Appoquinisink River. Northeast along Appoquinisink River to Drawyer's Creek, north and then west along Drawyer's Creek to the DuPont Parkway. North along the DuPont Parkway to State Road 423, east along State Road 423 to a B-4
4 l l dirt road just east of DuPont Parkway (U.S. Route 13). From that point 6
- north to Boyds Corner Road, then east to Port Penn Road. West along Port Penn Road to Dutch Neck Road, then northeast along Dutch . Neck Road to theChesapeake and Delaware City Branch Channel. South and then east at a point just east of the Delaware City Branch Channel along the boundary of Delaware City to the eastern edge of St. Georges Creek. East across the Delawere River to Elsinboro Point (New Jersey) .
EVACUATION SECTION N (Areas 1 through 17 ) (Figure 15 ) - From the Finns Point Cemetery (New Jersey) west across the Delaware River along a straight line to the eastern edge of Red Lion Creek (Delaware) on the Delaware River, west along Red Lion Creek to the municipal bouixlary of Red Lion and south along this line to the intersection of Wrangle Bill Road (Route 72) and Red Lion Road (U.S. Route 3015). South along Route 301 to the Chesapeake and Delaware Canal following the boundary between Red Lion and Pencader. Then west along the Canal to Summit at State Road 63. South on this road which forms the boundary between St. Georges and Pencader and continuing south on U.S. Route 301 (State Road 896) to Churchtown Road. West on Churchtown Road to State Road 435. South along this road to Bunker Hill Road. Southeast along Bunker Ein Road to Warwick Road (Route 71) . Southwest along Warwick Road to Eger Price Road and then south along Eger Price Road to Wiggins Mill j Road. Southeast along Wiggins Mill Road to State Route 458. West along State Road 458 to State Route 459. Southeast along State Route j 459 to Ebenezer School Road and then east on the latter road to the community of Forest and the Conrail line. Southeast along the Conrail line to Duck Creek. East along Duck Creek to Mill Creek and then south on Mill Creek to Route 6. East along Route 6 to and including the coussunity of Woodland Beach. ' men west across Delaware Bay, along a straight line free Woodland Beach to Cohansey Cove and the mouth of the Cohansey River (New Jersey) . Northwest along the Cohansey River to the Greenwich-Hopewell borderline. Along the borderline north to Roadstown. Then I l north on Marlboro Road to Stow Creek-Quinton borderline. East along l the Stow Creek-Quinton borderline to the Alloway-Quinton borderline. j North along the Alloway@inton borderline to the Alloway-Mannington i B-7
j borderline. North along the Alloway-Mannington borderline to Mannington
- Creek and west along Mannington Creek to Mannington Meadow. Then west across Mannington Meadow on a line passing through the intersection of Book Road and Route 49 to a point one half mile east of the Killeohook Natural Wildlife Refuge on Barrisonville-Light House Road. Then west along Barrisonville-Light House Road and Lehigh Road to the Delaware River. South along the shoreline to the Finns Point Cemetery.
6
+
e 5-8
APPENDIX C EMPLOYMENT CENTERS, RECREATIONAL FACII.ITIES, MOTELS ,
- AND SPECIAL EVENTS
.I 3
- - - = = =
- l!
a .l. e I l . ! ! = 1 1. s* i i i i i i I I .
, ] .1
. . =
g 8 i i in i .,,.,,= i I ; a a e ' ' s s n b M i e 1 31 51 y e 3 jr i 1 '14 i F:
-=
=1 a ,
ayn
- 3 4 4 g
I 1 lg yy g a u e u & =u e e I FF le-as 8i -I I I . l a:. 11 si si la ]21 s
'3 C1
- _ _ . . _ . - - . _ . _ _ _ . _ , . _ . _ . ~ _ . . _ , . _ _ _ _ _ , _ _ _ . _ _ _ . . . . _ . _ _
4 l IuJOB sertavlerr W Is Tus == gra e (Contimesed) i i meme a atet metereeg wometent senervee Dietence one aveauettan Losetton I gee 6 der gight Weekeer M pirectlan ,,. Plannina Aree i Diamond hook Corp. 330 65 231 46 Outalde 13 i pelausse etty, Delamese i i Getty mottolag and ' I
- markettag 1540 ISe 1480 140 gang te 33 p Delaunto City, metamate
.i >J j Niddleteum Imenettle! Path M * *
- W 10 12 middletaum, se16 sre j standard Chlorine 130 1$ 130 IS Outelde 13 solamere City, pelamase i
j stantierC$nalent 12e 60 *
- outeles 13 j (Flaatlesp
} Delauste City Delamere j
- Data isnavailable.
l 1 - i e i - 4 1 1 I
. u
4 1 as j! si. i s 4 , l i i s .i
=-
g i i i s _1 . . 1I 1 1 = s-as i l - e
/
i 1l
-)
e
- a l
4 - 1 13 ga ni l l s.: "i
.1 3: 15 l 11 !1 al l
. l
. C-3
- . - , . ~ _ . . - . - - - . - . - . - - - . - - , . - . . _ _ . . _ . ,
-l l
I 6 CCMMERCIAL BOATS
- IN THE SALEM EPZ AREA EVACUATION WEEKDAY SATURDAY SUNDAY SEGMENT PLANNING AREA 3 boats 6 2 boats 0 -
N4-10 15,16, 25 people / boat 25 people / boat Sw2-10 17,18,19 SSE1-10 51-4 SSW1-3 - SW1-3 Wi-3 WNWl-3 NW1-4 NNW2-10
- As reported by U.S. Coast Guard O
C-4 1
1
. . 1 RECREATIC2tAL F W M RIES IN THE SALEM EPZ 6
)
VISITORS VISITORS EVATATION PEAK PEAK DAY NORMAL DAY AREA PLANNING MAME & ADDRESS SEASON PEAK SEASON PEAK SEASON SEGMDIT AREA Artifical Island Waterfowl 10-15 10 N3 1 Delaware, New Jersey Season Mad Horse Tract Waterfowl 200-250 200 NNE 2,3 Lower Alloways Creek, NJ Season , NE 2,3,.4 1,3 ENE 2,3 E 2-7 ESE 2-8 SE 6,7,8 i w Maskell's Mill Pond Suunner 12 19 ENE 8 6 Iower Alloways Creek, NJ Eillcohook National Fall 25 Outside 7 Wildlife Refuge Pennsville, N.J. M and Beach Wildlife Fall 100 hunters SSE 8,9,10 8,9,10 , Refuge, Delaware (includ- . . . S 3-7 14, 15 ing the area north along Staneer 200-300 200 SW 3 16,17, the shore) fishengn . 14 =hamen WSW 3 19 Woodland Beach, Delaware Summer 500 - SSE 8,9,10 14,19 Augustine Creek Wildlife Fall 100 WNW 4,5,6 8 l Refuge, Delaware NW 4,5,6 l Augustine Beach, Summer 75 NW 4 8,16 1 Delaware fisherman NNW 4,5 )
. in boats I Chesapeake & Delaware Fall 400 NNW 7,8 Canal, Delaware NW 8,9,10 + 8,13 I WSW 3,4 9,10 Appoquinimink Wildlife Fall 6 Refuge, Delaware Fort Mott State Park Summmer 500 44 N 10 7 Pennsville, N.J. Weekend Fort Delaware Summer 1200 310 N9 18 Pea Patch Island, Weekend NNW 9 Delaware C-5
9 s VISITORS VISITORS EVACUATION
' PEAK PEAK DAY NORMAL DAY AREA PLANNING NAME & ADDRESS SEASON PEAK SEASON PEAK SEASON SEGMENT
- AREA Marlboro Marina Sisuser 100 marina NNE 9 7 j Salent City, N.J. 100 in bogts Cohansey Marina a Casino Spring / 100 marina 35 outside 4 Greenwich, N.J. Suunner 250 casino Hancock Harbor Suunner 200 in boats outside 4 Greenwich, N..T. Weekend 300 in restaurant Delaware City Marina Sunumer 100 25 NNW 9 13 Delaware City, Delaware Meadowview Acres Suunner 80 E 8,9 5,6 Campground, N.J.
Visitor's Center Salent NGS 100 Center 1 Holly Mountain Ski Area Winter 225 100 E 9, 10 6 Weekend
- l l
l C-6
=, .. . ._.- - . . , , . . . - . - . -
l
)
HCTELS & MOTELS IN THE SALEM EPZ EVACUATION NAME & ADDRESS # VISITORS AREA SEGMENT PIANNING AREA Salem Motor Lodg,e 85 NNE 9 6 Salem, New Jersey Pleasant Hill Motel 30 W7 12 odessa, Delaware
- Odessa Motel Court 15 W7 12 Odessa, Delaware Parkway Motor Court 30 WNW 7 13 Deltware i
l i I e
'k l
C-7 l t
6 SPhCIAL h ENTS IN TIE SALEM EPZ Evacuation Area Planning Name & Address # Visitors Date Segment Area Open House in Greenwich ,2000 May outside '4 Greenwich, New Jersey 600 Dec. Antique Motorcycle Show 1000/ day 2 days in N 10 7 Fort Mott State Park, NJ August Iower Alloways Creek Fair 5000 - E7 3,6 Iower Alloways Creek, NJ Salent City Fair 2000 - NNE 9 6 Salem City,147 Christmas in Odessa 2500 Decesiber W7 12 Odessa, Delaware (1000 April ) 0 4 o C-8
j 'e . sdools toosted se ers by amoreency riemmine Asee i m gency Plepelas Moe assen moetten pagellaent roottity a staff school stetrict in w M I ~ 3 w atteuays Creek a deel 255 30 sales County Q $ Emmoc A11ameys Creet, N.J. h t M
** H asertie Gooemia school 130 29 Camberlene County. M H 4 Q O
Steenwich, N.J. [ i el H M uoodleae County say school las 25 (n S s 4 stow Creek, Ismer Jersey I S stow Creek senet 196 21 Cumberland County stent Creek, New Jersey i John Femulck school 594 35 solem County ) 6 setem City, N.J. b slainhoto s doot 121 le sales County 6 stelmhoto, N.J. I 1 2 e 4 j W
l 1 j v l i
- sdmole imoeted la SPs tur amoreener Plannlos Aree I
h gency , 1 Plannine Aree gema/imaation garollment reallity 6 staff ! scenool stattlet i 1 6 leaanington Sednoel 1 19S 31 Salem County . Itamalagten, N.J.
- 6 Oulaten sesnool 35e 26 sales County 3
Oulates W.J. l j y 6 salen Day Care Center 20 8 N Setem County, N.J. 6 st. samry's adool all 11 neon-pello l Seles City, N.J. 6 Votecan Center Comptes 283 9 sales County 88amelagten, IB.J. 1 6 salen Isledle 84o01 434 48 i Selon County Salem City, N.J. l I s e b e i I
'e schools Looeted in erg tur amoreency plannine Aree knergency
. Plannine Asee name/Leoetten angollment roollity a staff school stetstet 4 sales tigh school 995 68 sales County , l
- sales City, N.J.
i 11 stunneend Elementasy school 224 29 Appogutalaint i W M , telnusse
- 7 i s., Il St. Andrew's school 210 140 man-public mi eleteam, Deleeste (seelemattell l 12 sliver late Elementary school 661 56 appoquinimink
- mi.ie , .ei-o i 12 te Ming Ni ele school S29 66 Appoquialeink mt Mietoun, Deleuere
=
1 l 12 steadmeadow school att et man-publio j #8M!stoun, Delemete j 1 I )
- w i .
i o Schoole Loosted in Srs tw moreanor P!-!as Aree ' i hetSeact plannina tree mene/Loostlen Sarollment reallity a Staff Seool stetgget i 33 Cesbit School 143 13 Appogs,8a3 mink , Geseos, molemate = 1 7 A 13 Ni eletoun Elgb School 797 79 Appogulateink Niedleteam, Deleuere 4 13 Ae Clels School 32 29 Non-public school for St. Georges, Deleusse treeldentle!) entietto ch!!dren 1 j 13 c h e W School als 17 Wes Castle County - Area 4 St. Georges, gelesere { i i 13 Guanlag heefose 1828 99 usu Castle County - Area 4 l mtdele School -l St. Georges, Deleente i i t e 5
.Y k
1 i _ _ _ _ _ _ _ . _ __ -__ - - _ _ - u
l D 1 l i
- l l
l e
- 3 3
5 ? b
] 2 0
~
! =
s* I I : . 3 m, w i n . 2 E = g i _a 1 I
= 3 8 -I - l
.e N$
- l uo e e i1 8a l
3 a I T - 5 1 Gu D-5
- - - , - -- -- ,, p---- +m._,. - y p-, ,,p.,,-y- -p 4,.,--- y ---w-e-w .---- ---r-y..r-.-- --e *-w.,y y--y.
4 1 Realth Care Foollities in ars J by anormency pleanine Area i l i j amor ,e==r
- ylemales mesteente/ staff temet l hres sema/Looetten patiente aminststory chair stretcher Egg 1 twenine M i'
e seten samarlel sospital 142 64 25 47 255 49 29 manslagten, N.J. i 4 solen maretag and 110 at SS S 44 11 7 j convateesent Center monelegten, N.J. . Y 4 &ammolatiam of heterded te (delly) IS l Cittaene of salem Conanty me . te., . . i j 12 envernor anoon seenth 222 141 46 15 194 66 44 } Delesere City, Delamare 3 e i ) i j s } l 1 4 e 4 i 1 J )
- i
e 6 d Tm y I i i I A E E E
.s .
E 5 h # I R .r. 4 3
- _3
~
- l 11 ~
a li 1 0 E 12 . i
-3 i.
=- : :
, 41 !3
- is 3j j da e.
s
'a - - _I s. _I R 33 88 &
_F W 32 . - D-7
APPENDIX E i E7ACUATION ROLT S
. - 6 The following are descriptions of the preferred primary and secondary .
(contingency) evacuation routes for the land areas of each of the Evacuation Sections. The secondary routes are proceeded by an asterisk
- ( *) .
Evacation Section A (Area 1) (Figure 2) The routes used in evacuating *the two-mile 1800 section east of the nuclear generating stations are o Private access road east from the ger. orating plants o Alloway Creek Neck Road north toward Bancocks Bridge. No secondary routes are available. Evacuation section B (Areas 1 & 3) (Figure 3) The evacuation routes to evacuate the Artifical Island and the Marsh south and east of the nuclear generating stations to the five-mile limit are o Private access road east free the generating stations on Artificial Island o "Alloway Creek Neck Road toward Bancocks Bridge o Buttonwood Cuff Road to Canton Road toward Quinton o Maskell's Mill Road southeast to Harmersville Peck's Corner Cohansey Road o Salem-Hancocks Bridge Road north toward Salem City. E-1
No secondary routes are available.
~
_ s Evacuation Section C (Areas 1, 2 & 3) (Fiqure 4) The routes to evacuate the population within the five-mile radius north and east of the nuclear generating stations are
?
o Private access road from the generating stations o Alloway Creek Neck Road toward Hancocks Bridge o Buttonwood Cuff Road northeast to Canton Road I l l o Maske11's Mills Road southeast to Earmersville Peck's Corner i Cohansey Road . o Sales-Bancocks Bridge Road north toward Sales City o
- Walnut Street north to Sales City o Anwellbury Road north toward Sales City.
Evacuation Section D (Area 1, 3, 4 & 5) (Figure 5)
.The evacuation routes for the 90010-mile section south and east of the nuclear generating stations ares
, o Private access road east from the generating stations l o Alloway Creek Neck Road toward Iancocks Bridge f o Buttonwood Cuff Road to Sales-New Bridge-Canton Road toward Quinton o
- Salem-New Bridge-Canton Road south to Frog Ocean Road i
E-2
o Salem-New Bridge-Canton Road south free Frog Ocean Road to Stow Creek Road ' o Stow Creek Road frcus Salem-New Bridge-Canton Road east to Quitton-Jericho Road o Chestnut Road from Canton Road to Willis Road proceeding east on Willis Road to Quinton-Jericho Road o
- Mill Road east to Ye Greate Street, north on Upper Roadstown Road and south on Ye Greate Street to Bacon's Neck Road o *Springtown Road free Ye Greate Street to Teaburner Road then following this road to Maple Street o
- Canton Road south from Stow Creek Road to Gun Tree Corner then continuing to Bacon's Neck Road o *Quinton-Jericho Road southeast from the Sales County Line to Stow Creek Road o Stathes's Neck Road east to Upper Roadstown Road northeast to Roadstown o Bacon Neck Road east to Ye Greate Street south then to Maple Street north, to Bowentown Road east toward Bridgeton.
Evacuation Section E (Area 1, 2, 3, 5, 6 & 7) (Fiqure 6) The routes used in the evacuation of this 10 mile section northeast of the nuclear generating stations include o Private access road east free the generating stations o Alloway Creek Neck Road toward Hancocks Bridge E-3
1 l o Buttonwood Cuff Road to Salem-New Bridge-Canton Road north, i then on Quinton-Barmersville Road toward Quinton, through the i Town of Quinton onto Alloway Road (Rte. 581) proceeding east out of the ten mile radius to the Township of Alloway I o Mashell's Mill Road from Buttonwood Cuff Road southeast to l l Earmersville-Pecks Corner-Cohansey Road o Earmersville-Pecks Corner-Cohansey Road (Rte. 540) east to Centerton
)
o Salem-New Bridge-Canton Road south to Frog Ocean Road o Sales-Bancocks Bridge Road north toward , Sales through the Sales City by way of Broadway and Market Street proceeding north on Route 45 to Pointers-Swedesboro Road and Sales Woodstown Road o
- Walnut Street north to Greves Parkway continuing across to Braodway o Route 49 north from Greves Parkway to Book Acad towards Penns Neck o Anwellbury Road north to Fort Elfsborg-Salem Road to Oak Street and then proceed on Greves Parkway to Route 49 North
\
o Sinnickson Landing Road to Tilbury Road then northeast to Greves Parkway and north on Route 49 o Fort Nott Road ncrth to Route 49 in Pennsville o *Elfsborg Salem Road east from Sinnickson Landing Road.to Anwelleury Road E-4
o *Quinton-Jericho Road southeast from Harmersville Pecks Corner-Cohansey Road to Stow Creek Road 6 o *Quinton-Marlboro Road (Rte 49) southeast from Sickley Streetr to Salem Pike (Rte -49 continuation in Cumberland County) toward Bridgeton a o *Quinton-Action Station Road north from Main Street (Rte 49) to Salem-Woodstown Road (Rte 45) o *Greves Parkway between Salem-Bancock Bridge Road to Walnut Street o *Greves Parkway northwest from Walnut Street to Chestnut Street o
- Chestnut Street from Greves Parkway to W. Broadway o *Quinton Road southeast free E. Broadway to Bancock Bridge Quinton road then continuing south as Main Street to Quinton Action Station Road o
- Grant Street southeast free Market Street to Keesboy Street then east on Quaker Neck Road to Quinton Action Station Road o *W. Broadway frce Market Street west to Greves Parkway l
o , 'Ioasney Street north from Quinton Road (Rte 45) to Grant Street o
- Pointers-Auburn Road (Rte 540) free Route 45 to Penne Neck o
- Route 49 Pennsville north from Book Road to Ft. Motts Road.
E-5
l . I ( Evacuation Section G (Areas 8 and 9) (Figure 8) The routes used in evacuating the area within 5 miles, 90 degrees north and west of the nuclear generating stations are:
- o Route 9 from Bayview Beach north to Biddles Corner o Boyds Corner Road from Port Penn, west toward DuPont Parkway (Route 13) o Vance Neck Road free Thomas Corner Road West toward DuPont i Parkway (Route 13) o
- State Road 423 west to DuPont. Parkway (Route 13) o
- Thomas Corner Road fren Vance Neck Road, southwest across the Appoquinisink River.
Evacuation Section 5 (Areas 9 and 10) (Fiqure 9) The routes used in evacuating the area within 5 miles, 90 degrees south and west of the nuclear generating station ares o Thomas Corner Road (Route 9) from Drawyer's Creek, southwest toward Stumps Corner Road (Routes 299/9) o . ' Stave Landing Road frce Stave Landing southwest toward Route 9 o *Fle=try4 f nding Road (Route 9) free Taylors Bridge, south twat 4 y.' s ngs Landing o Cedar Swamp Road from Cedar Swamp west to Taylors Bridge Road. I Evacuation Section I (Areas 8, 9, 12, and 13) (Fioure 10) I i E-6 a
l The routes used in evacuating the area within 10 miles 90 degrees to the north and west of the nuclear generating stations are 8 o Route 9 from the area of Bayview Beach,' north through Delawan
~
City to the DuPont Parkway (Route 13) north
~
o DuPont Parkway (Route 13) from Vance Neck Road, north to Tyebouts l Corner at the junction of U.S. Route 301 o Vance Neck Road, from Route 9 west to DuPont Parkway (Route 13) o Boyds Corner Road free Augustine Creek West through Mount Pleasant turning onto Churchtown Road continuing to Road 429 o
- Road 429 free Odessa west through Armstrong to Road 435 o *Biddles Corner-Port Penn Road from Boyds Corner Road west to DuPont Parkway (Route 13) o Kirkwood-St. George Road from DuPont Parkway (Route 13) west through Kirkwood o
- Birds Corner Road free Delaware City (Clinton Street) west to Cox Neck Lane o *Cox Neck Lane (Delaware Road 411) from St. George-Clarks
-Corner Road west to the DuPont Parkway o Eyetts Corner Road frca DuPont Parkway (Route 13), northwest to State Road 412A o State Road 412A from Byetts Corner Road to Birds Landing Road o Birds Landing Road from State Road 412A, west to State Road 412 E-7
o State Road 412 from Birds Landing Road west to Sunstit Bridge o
- State Road 423 west to the DuPont Parkway (Route 13) o
- Thomas Corner Road (Route 9) from Vance Neck Road, southwest across Appoquinimink River i
o State Route 299 (Main Street) from Odessa, west to State Route 71 (Warwick Road). . Evacuation Section J (Areas 10, 11, 12 s 14) (Fiqure 11) The routes used in evacuating the area within 10 miles, 90 degrees to the south and west of the nuclear generating stations area o Thomas Corner Road from Dravyer's Creek to Stump Corner Road (Route 9) . o *Taylors Bridge Road (Route 9) from Blackbird Creek to the DuPont Parkway (Route 13) o
- Route 299 free Route 9 through Odessa to U.S. Route 13 o Delaware State Route 299 (Main Street) fren Odessa, west to State Route 71 (Warwick Road) o -
Stump Corner Road from Thomas Corner Road, south to Taylors , Bridge Road l l o DuPont Parkway (Route 13-South) frem Taylors Bridge Road south i to Sayrna ! i o *Townsend Pine Tree Corner Road free Route 13 at Pine Creek Corners southwest through Townsend E-8
)
l _ _ _ . - _ .
.-. j
J i i o Coldwell Corners Townsend Road from Townsend, southwest toward , _ Coldwell Corner. o Flemings Landing Road from Taylors Bridge, south to Deakneyvfile Road o Davids Corner Road from Flemings Landing Road to Walker School Road. South along Walkers School Road (State Road 45) to Deakneyville Road , o Deakneyville Road (State Road 30) from Walkers School south to Thoroughfare Neck Road (State Road 485) o
- Walkers School Road (State Road 30) from Thoroughfare Neck Road south to Route 13 o Route 6 from Shorts Landing Road to Smyrna o Route 6 from Waadtand Beach west to Route 9 o Route 9 fram the Seyrna River south to Route 4 o Blackbird Landing Road from Blackbird Creek south to DuPont Parkway (Route 13) o Sales Church Road from DuPont Parkway (Route 13) southwest to
,Ebeneser School Road 1
o *Taylors Bridge Road from Stumps Corner Road (Route 9) west to, DuPont Parkway (Route 13)
, o Noxontown Road from Noxontown Pond west to Route 301.
o
- Shorts Landing Road from Route 9 to Route 6 E-9 i _ _ _ _ _ . . . _ _ . _ _ _ _ _ _ _ _ - . - - . _ . . _ - - . . - _ - - - - - . - . - - -
o State Road 456 from Taylors Bridge Road south to Blackbird
- Landing Road 6 o
- Blackbird Landing Road from State Road 456 to DuPont Parkway (Route 13).
Evacuation Section K (Areas 1-14) (Figure 12) The routes used in evacuating the area within 10 miles, 360 degrees of the nuclear generating stations ares o The saaes routes described in Evacuation Sections D, E, I, and J. O
~
e 4 E-10
APPENDIX F TRAFFIC CCNTROL LOCATICNS To provide for orderly traffic flow and the security of the DZ, a traffic control points have been established. These points form a cordon at the approximate limits of the 5-mile and 10-mile nts. The various points as shown in Figure 13 perform the following functions: , l o Deny access to the emergency area to unauthorized personnel o Initiate, control, and expedite outward movement if the State Emergency Controller should order an evacuation beyond 10-mile radius. l l I,t should be noted that a number of the locations on the 5-mile cordon may function as internal traffic control points where traffic flow must be expedited when a 10-mile D2 cordon is established. The traffic control locations selected for the 5- and 10-mile cordon lines as well as the internal traffic control points as shown in Figure 13 are listed below. Numbers only appearing in ( ) are
-stata road reference numbers.
e F-1
Five-Mile Radius Control Points
- o New Jersev Control Point Location Municipality 1A Intersection Elsinboro I Money Island M. (County Route 4) ,
- & Ft. Elfsborg Bancocks Bridge M.
(County Route 24) 2A Intersection Elsinboro Ft. Elfsborg-Bancocks Bridge Rd. (County Route 4) & Bagersville M. (County route 65)~
~
3A Intersection Lower Alloways Ft. Elfsborg-Bancocks Bridge M. Creek (County Route 24) & Sales-Bancocks Bridge Rd.
- (County Route 58) i 4A Sales-Eancocks Bridge Rd. Lower Gloways (County Route 58) at Alloways Creek Bridge Creek 5A . Intersection Iower Alloways Cuff Ed. & Maskell's Mill Rd. Creek (County Route 58)
. 6A Intersection Iower Alloways Maskell's Mill Rd. (County Route 58) Creek
& Sales-New Bridge-Canton Rd. (Route 59) l l
1 l l l r-2 4
---,r, . , . , ..- er---w ,2---.r-.--,---wmw - e,-,---,we-.rw,,, w- ,,.-+.,-..--,~,--w-----w----,+~ww-v+a-,w,-wvvy--m-y+-,w+ - - - - - , - , - - - - - vww----+ y - = - -
l l
~
7A Intersection Iower Alloways Salem-New Bridge-Canton Rd. (County Creek 6 Route 59) & Creek Township Silver Lake Road 8A Intersection Lower Alloways Salem-New Bridge-Canton Rd. (County Creek Route 59) & Frog Ocean Road (County Route 54) Intersection 9A Salem-New Bridge-Canton Road Lower Alloways (County Route 59) & Long Bridge Road Creek (County Route 58) Delaware Control Point Location Municipality 1A Route 9 St. Georges Reedy Point Draw Bridge 2A Intersection St. Georges Port Penn Road (2) & Dutch Neck Road (417) 3A Intersection Boyds Corner Road (15) & St. Georges DuPont Parkway (U.S. Route 13) 4A Intersection McDonough Corner Road (423) & St. Georges , DuPont Parkway (U.S. Route 13) 1 F-3
5A Intersection 1 l _ State Road (37) & DuPont Odessa 6 Parkway (U.S. Route 13) ) 6A Route 299 at Appoquiniaink Appoquinisink River Bridge 7A Intersection Old State Road (441) & Route 299 Appoquinimink (at Mathe0s Corner) 8A Intersection Taylors Bridge Road (452) & Appoquinisink Stump Corner Road (State Route 9) 9A Intersectfon . Taylors Bridge Road (State Route 9) Appoquinlaink
& Route (456) 10A Intersection Flemings Landing Road Appoquiniaink (State Route 9) &
David's Corner (45) S F-4
10-Mile Radius Control Points , 8 New Jersey Control Point Incation Municipality a 13 Intersection Pennsville a Fort Mott Rd. (County Route 26)
& Lehigh Rd.
2B Intersection Pennsville New Jersey Route 49 & Book Road (County Route 33) 3B Intersection Mannington New Jersey Route 45 (County Route 47) & County Route 46 4B Intersection Mannington Mannington Mills Rd & Dubois Rd. l 5B Intersection Mannington Quaker Neck M. (County Route 57)
& Quinton Action Station Road (County 53) 6B Intersection Quinton j Clansey Ed. (County Route 11)
& Allowey Boundary Line (West of County Route 57) 75 Intersection Quinton County Route 49 & Alloway Boundary Line F-5
8B Intersection Quinton Waterworks Rd. & Alloway Boundary Line 9B Intersection Allowey County Route 67 (Route 540) r
& Spillway Drive 10B Intersection Quinton County Route 67 (Route 540)
& Cool Run Rd.
Ils Intersection Alloway County Route 67 (Route 540)
& Cobbs Mill Rd.
123 - Intersection Quinton
- Lawrence Rd. & Stretch Ad.
13B Intersection Stow Creek New Jersey Route 49 & Jericho Road (County Route 624) 14B Intersection Stow Creek Mac h ro Rd. (County Route 647)
, & Columbia Corner (County Route 617) 15B Intersection Stow Creek Marlboro Rd. (County Route 647)
& West Avenue (County Route 753) 168 Intersection Stow Creek Tattletown-Jericho Rd. (County -
Route 626) & Greenwich Shiloh Road (County Route 620) F-6
l 175 Intersection Greenwich
- Greenwich Road (County Route 607) >
& Dutch Neck Road (County Route 650)
ISB Intersection Greenwich Greenwich Road (County Route 607) & Mosley Rd. Delaware Control Point Location Municipality 1B Banburg Corner Road Red Lion (Route 9) At Red Lion Creek 2B DuPont Parkway Red Lion (Route 13) at Red Lion Creek l 3B Route 7 at Red Lion / Bridge over Red Lion Creek New Castle 48 Intersection New Castle ; Red Lion Road (U.S. Route 301)
& Porter Station Road !
l 4 5B Road just east of Conrail New Castle /
. \
Line at Porter Station Road Pencader l 6B Intersection Pencader/ Wrangle Hill Road (Route 72) & Red Lion (U.S. Route 30lS/ State Route 71) Red Lion Road T-7
7B Intersection Pecader/ 6
- U.S. Route 301/ State Route 71 Red Lion in Kirkwoods & Kirkwoood-St. Georges Road 88 Intersection Pencader Bethel Church Road (433) &
(U.S. 301/ State Route 896) Bridge Approach Road . 9B Intersection U.S. Route 301 (State Route 896) St. Georges Bridge Approach Road & Churchtown Road (432)-Boyds Corner Road (15) 1 i 10B Intersection St. Georges Churchtown Road (432) & Road (435) 113 Intersection St. Georges Bohemia Mill Road (436) & Road (435) 12B Intersection St. Georges Bunker Bill Road (437) & Warwick Rd. (State Route 71)
=
13B , Intersection Appoquinimink Wiggins Mill Road (437) & i ager Price Road (10) 14B Intersection Appoquinimink Route (458) and Route 459 . l l l i l l F-8 i l
ISB Intersection Appoquinisink _ Coldwell Corners-Townsend Road (25) ,
~
& Dogtown Road (42) 165 Intersection Appoquinisink Townsend Dexter Road (36)
, & Denezer School Road 17B Sales Church Road (471) Blackbird at Conrail Crossing -
185 Greenspring vandyke Road Blackbird in Greenspring at Conrail Crossing 195 Intersection Blackbird Old State Road (486) & Walkers School Road (487) 20B U.S. Route 13 Smyrna at New Castle County-Kent County boundary 21B Thoroughfare Neck Road Smyrna at Smyrna Landing 228 . Intersection Smyrna Route 82 and Route 6 238 Intersection Smyrna Route 319 & Route 6 248 Intersection Severson Neck State Route 9 & State Route 6 l F-9
l l l l 25B Intersection Pencader 1
- Maryland Line Road (Route 285) 6 U.S. 301S (State Route 71)
?
e 3 0 e e e F-10
.- 4 )_,'
/\!i 1 ,
ll
/ '/ ey s
[x w:=.~,' s. , t .; N y--(%hhc= ,/ A-- r'f1,r pl0yy i, c - l< I, 0 % Gs,g,,_ =: e \ Ig e -
- s so?- m . , . .
0 ,.
.s (m, --
+4 10 4-T ,; ,,,.
-% C~ 's ';",%.$xf p h p,f .
is a
,.. ho .i l ,
+,%',
y s, i s' ., 201
,,,1. 20.
s,
, s 9 .. ., s
$ ~
' s.. f 0 ff33 ~
,5 Y
..f fea~. .s#
4.- of o 4 ,>
. J
. -. - . % .$f" x ' ...
. 'h ' o . .O
~
,l: *' f , o a'
- s. J m s c -,
,# u-
. s.
ge 3 o o 0o v, , s e 5 / ,, I
}q .
o' ,_ %.g. ~:- :L~ ,,/ 5 oi
$ 'AY .
If,y o o..9' O I ~h h -{- m - d e, . f.m J Il"M ' - O o o' o *. )j ] '"s 'cm. ,
' 1 O $~ .n 1 -Q +, # 'o 0 .0
- n ,,.
o' _ , b
\ .'
,, q yq@ o 0 o' f
- o y .\ ; . --- _.
t's-p
\c h ',, .
..s?,
Es
,26 0 '0' 0 ",.
*/ j.
O .- \. .. .. y *f s-v ~. g , 2g y c.. ;p . . z 16 s :.--
.s, ,. .
v '*/o, -
. .s o .
s e, 49 - 37 l _.e O
. t) J l ^ 24 /
. O g
. ' <\
3 I'3 y .. . . . . . . , , x .. o %. + g 8 (2. ,
.,@op \ ~.,,',$ ,
u b
/.\.\\'
,42 -- '
\~<s < s1 c
*' .v.-
< 2 .fh. i , sat.
... .\,.. .. sW . -.-
Se , _, ,#
\ -
~i '
,y;/-
,, ="::., '.'.-
- Includes celaware correctional center [ '~ '
Population by Evacuation Time Estimates Sector / Zone Permanent noemene Salem Generating Stations
. Hope Creek Generating Stations
l ts% f ( '.
/
4 l / / sf l*::'." s '" s - h .
- -i /N 't-- .-)- ~ -- : ,
~~'
s( f^ r ~ ;?+~g4_.. - {. %,5' N_Ng.-,-I~- - -
/.,
,. i x .
Ng .
% .=:. = '
r rfGo;s, gp-s
~ Ma,o * -
3 y .g ..
' ,so\o . ~ 9 11 2 sig
! min
' N 4- . 2 1 i
s
#. sI -
t
,./]fr~. ( (, , ,.
Ny _ I' a -
@g
,y
,~ ),f 3 e4;
,1
- c- - M.;e:
5 ' 8 [ *
\
'N e ~ i e,
Y 3%
; / '
.- \
1
.- \
,d I
!): [- g I,
\a e ,
f
;s<-
.L=b r w gn it =
,\ % y f,-, h i
- f -
M'fCf e: u m ( L *T M ' -~ } ,["' q.: I~'~ 3 ., ,
,' M'I ,'
s
\ ;_.
;). x, y 2 ..
\
- - i .g' j,
<'$ * %oig'
,,l /.
\.%
<f.,;a9
%,v.$ ,s " ~
'g g s-, \ '
./
/
s u.
..}b
,; .- z. ? s IJ~ e
.i
,. , c 3 0 . . . , . . . . . , ,g
's. ', *
'./g4'\.,,,,5
. / \g, >c ,,,_o r% *3...
%ih ,,ss s -
..- < vie so ge ,,,p .,
\/ w- N ,
Oay/ Night { .,, Population by Evacuation' Time Estimates I Sector / Zone Special Facillges Populadon Salem Generating Stations Hope Creek Generating Stations L>
m t i i :
'g ,
',. A _lf' /
./' '
j .m s / -Q)--. ~~ * {f . (==f N\-- : Y[e'EE.,- [
?.]tc ik[c.
- ic
'. 12/2
's
% GoI#Pg". ,/
g 2 ! @9p 2/2%.\ OmD. ,' .n-i '-
,,g/om fy' l .
. 2/2 , , , , s ,->
~ '
$\ O. .'
11* a I
- 6es
- h
\o
'O e h. -- '5*/),
- oT e, N
s
.. .2/2 j .,
~ '. 2/2 ,
j e
% #s A .
g ,p
- 2/4-
\ N 5 - ' e\
< s ..
j 1 h ,!,, i M \ ,;f
.j
]
' . O2P ,
8
\-
\
fci
\~
- A c- :.i.- g a '
&uy m C
%f h i * '-
/
j k .% , m .)- f - ..,::
\- , y
.,;. L. ,r ess e ..
* ' 'o == ~:
- p. ' i s C ,; ,.:t- g n.
{_,
;' \1
~
2/i 2/2 g 1 4* .' i11 $/ Vg - t'N ' %~' / ,
- 1. - 4u J
\ 2/1
- w. ( ro =* )
.... h{
j $e %. ' '
' 8 %,
4. ,
'g ,
g I r ,, p .
. e D c' g.:.
\.
~
s, h A 4 .. ...a m.. .. . a b.1P
,
- 8.f'
- k i .... "p .
,6 l / \s, %, _. **
r% z 's
- 4. .
3,gS no I N g =.s-
.. . .\,... .. IP g
\/ j < m/~*,pg,,,,,
gf ,. Day / Night g ,*,, m ~~~-P. i === l l * - 2/2 .. l Population by Evacuation' Time Estimates Sector / Zone .
! wanesent popusemen t Salem Generating Stations Nom 3385N st Hope Creek Generating Stations Salem and Hope Creek Generating Stations ,
1 4 l 1 1 i 1 i i l I 1, I i t j ATTACHMENT 11-2 1 DISTRIBUTION OF POPULATION WITHIN 50 MILES OF THE
- SALEM GENERATING STATION i
i .f, 4
' i t :
i ! t i I a 1 4 m i l i i 4 l e i i 1 I i i 1 1 i i 1 i s
-w..~a~m-es,.-ww,---mmm,- , __m,c,er,e.m-w-e,-,w-~,. - we,, , m e, , _ , m m, w e m-ww- am eww . rwem s w w ow , , mw-. y,v
DISTR.IBUTION OF POPUI.ATION WITHIN 50 MII.ES OF THE SA22.M NUCIJ:AR GENERATING STATION l 1 l Introduction ! l The purpose of this technical report is to present findings relating to l r the distribution of population within 50 miles of the Salam Nuclear Genera-ting station (SNCS) as well t s the methodology used to arrive at the findings. Population in the 50 mile area is presented in the " sector and zone" format set forth in NUREG-0654, criteria for Preparatien and Evaluation of Radioloeical Emeroeney Response Plan and Preparedness in Support of Nuclear Power Plants, January 1980. The population estimates are essentially current (march 1983), although they are based on US Bureau of census figures of July 1,1977 and Dresdner Associates' surveys conducted in September 1979 and March 1980. There has been little population change by sector since July 1, 1977. Changes that have occurred tend to emphasize the censervative (high) nature of the population estimate, including decreased fa..ily size, out-migration in older communities and decline in new housing starts. Findines The distribution of pepulatier. by sector and zene is shown on Table 1 (C-10 miles) and Table 2 (10-50 miles). A cumulative su-.ary'by zone is as f:lle.s: 2enes in Miles Population Estimate Pe rs or.s /Ae re 0-5 1,298 4.2 0-10 23,852 0-20 1.9 349,359 7.1 0-30 851,008 0-40 7.7 2,591,279 11.2 0-50 4,617,767
, 15.0 ,
The methodology and work sheets used in deriving the distribution of population within 50 miles of the SNGS is in the appendix following Tables 1 and 2. Dres ner Asso'ciates, P. A.
TApt.r. 1 IEESIDENT POPULATION DISTRIBUTION DY 7.ONC AND SECTOR, 0-10 MIIIS FROM SNGS 70NF. SECTOR D-1 (1) 1-2 (2) 2-3 t il 3-4 (4) 4 '. ( *. ) '.-(. (6) 6-7 (7) 7-6 (R) a-9 (9) 9 10 (10) 0 0 0 0 201 200 0 0 44 C3 (h) 0 0 0 0 33 120 120 1,609 5,832 161 NME (8) 0 0 0 9 295 252 285 316 459 366 NE (C) 0 i 0 35 96 231 255 204
- 173 153 ENE (D) 0 0 0 0 0 135 385 153 117 100
$ E (E) 0 0 0 0 0 90 42 48 348 ESE (F) 0 0 0, 0 0 0 O 16 50 SE (G) 0 0 0 0 i 0
^
0 0 0 0 82 SSE (H) 0 0 0 0 24 35 16 45 42 0 0 0 C 16 5 (3) 11 37 63 74 86 111 SSW (K) 0 0 0 16 97 104 193 222 291 0 0 0 15 SW (L) 0 22R 259 305 350 381 0 0 0 31 WSW (M) 0 46 599 61 70 2,721 0 0 0 22 54
- D (N) 51 102 87 118 154 0 0 113 68
! WNW (P) 0
) 65 101 14 446 110 0 0 108 104 .! Nw (Q) 0 35 1,079 1,084 0 0 10 262 31 j Nww (n) 0, 0 2,633 4,213 9,066 5,122 0 313 9R5 1,520 TOTAL 0 0 1,298 22,524 CUM. TOTAL e 9 0 procrinar Accnciato' 'A
i ME'rH0D01DCY < 6 Mapping of Sector and Zone Designators 0-10 Miles
- 1. A mosaic of 7.5' USGS quadrangles to include the entire area within a lo udle radius of the SNCS was prepared. Fo11owing are the 20 USGS quadrangles that were used:
Alloway, NJ Langford Creek, MD Ben Davis Point, NJ-DE Little Creek, DE (Kent County) Sennetts Pier, DE Middletown, DE Bombay Hook , DE-NJ Newark East, DE Bridgeton Quad, NJ
- Saint Georges, DE Canton, NJ-CE . Salem, NJ (Salem County) j Cecilton, DE-MD Shiloh, NJ Claiborne, MD Smyrna, DE Clayton, DE Taylors Bridge, DE-NJ i
Delaware City, DE-NJ Wilmington South, DE-NJ l 2. On the mosaic of 7.5' USGS quadrangles, the 0-10 mile rose format was cen-tered at lat. 39 27'46"N, 1cng. 45 32'8"W. The rese fermat censists of a ec-hir.ation of radii and cen;entric circles which divide the 10 mile area ir.t o The secters are centered on the 16 co. pass peints (0*, gectors6 i 27 5,160 , 4 5 , 67. 5 , etc.) . The concentric circles are Io:sted at one mils inte rvals . The resultant rose format conforms with NR require -ents. I Ma;_rin; of Sector and 2cne Desienators,10-50 Miles The area 10-50 miles from SNC5 was divided into sones at 5 mile inter-vals. These zones, forming concentric rings, were subdivided by using the 16 cc pass points. The use of this rose format resulted in 128 sector / zones for population distribution. l
- 1. A mosaic of 15' uscs quadrangles to include the entire area within a l 50 mfle radius of SNCS*was prepared. The following are the USGS quad-rangles that were used:
Baltimore, MD Salisbury, MD Marrisburg, PA Washington, DC Newark, NJ Wilmington, DE
- 2. Individual state base maps were developed illustrating the sector /:ene designations for each state. These maps conform with the 15' USCI composite map but exhibit greater detail. State base maps were sup;1 sed by New Jersey, Pennsylvania and Delaware State Offiews of Planning, i while a Sureau of the census map for Maryland was used.- l 32 Dresdner Associates, P. A. l
( ' LaAD utt a l%% lao %het%1at C0%W11 A%n l _ _ . _ . _ . _ - - - ~ . _ . _ , _ -
l l 1 Section 2 of this report presents the methodology, assumptions and traffic assignment algorithm structure used in an emergency evacuation time estimate , simulation model. In addition, an analysis of this static model and DYNEV, a dynamic model developed by KIa Associates with which it was compared spifically l in verifying the evacuation time estimates for the Indian Point Nuclear Generating Station is provided in Section 3. r G 1 l l 1 A-2
- 1* ', ,_/ *, 4 a
. . . _ ~ . . _ . . _ _ _ . . . _ _ . , _ . _ . _ _ , _ _ _ _ _ . _ . _ . . _ . _ ,
l
- 4. The population of each cell was then proportionately distributedThis to each sone / sector in the 0-5 mile ring in Delaware (see Table C).
proportional distribution was based on the assumption that populatien This distribution is generally evenly distributed throughout the cell. d was validated by a " windshield" survey, examination of serial photos an review of Uscs maps. On the basis of this validation, transf ers of
- population from one sector / sone to another (but within the same cell) f popula-were undertaken to account for grossly unequal distributions oA tion within a cell. i tion of a cell'was located in one sone / sector, and the built up port onIn located in an adjacent mone/ sector.
population was concentrated in the developable section of the cell. Distribution of Population. 5-10 Miles, New Jersey The allocation of population within 5-10 miles of the SNCS was based h on a count of dwelling units except for the City of sales, New Jersey, w ere the population was based on a census update.
- 1. The 5-10 mile area from the SNCS was divided into The 35 sec on the standard NRC designators for population distribu the 5-10 mile area, with sones at one mile intervals.
- 2. A survey of land uses within the 5-10 mile area identified all residen-tial units (outside of boroughs and cities) by zone and sector (see Table c) , except for the city of salem.
- 3. The population of the City of salem was taken from the C (see sources) distribution (see Table D) .
4. Based on the 1970 average household size by community, the ipopulation each sector was deterstined by multiplying the number of swelling un ts in sector. the sector by the average household size of the com average household size of the community Thewith the largest resultant figure population was con- was assumed to be reasonable (see Table D). sidered conservative -(a high estimate) because all literature indicates that average household sine has decreased since 1970. Distribution of Population. 5-10 Miles, Delaware The distribution of population within 5-10 miles in Delaware of ths SNOS is based on amall area, sub-municipal population estimates made by W11>'.AP CO . A-2 Dresdner Associates, P. A. L A.%D MI & f %VischMisf at CO%Rtits7 e
M i .
- 2. Static Assignment Algorithm
- A computer program was written to process the above input data and computd roadway evacuation times for each trip type by traffic sone.
Initially, the program calculates the total vehicular demand volume (in PG's) on each link in the network by aggregating the vehicle trips generated
- by each traffic sor.e along the evacuation path. Zaplicit in this assignment is the assumption that all vehicles from all sones using a given evacuation route were on each link along the designated route concurrently. The assignment process is thus considered " static", because the spatial movement of vehicles across the network as a function of time is not explicitly recognized.
For each link in the network, three additional computations are performed. First, the free-flow travel time is calculated as the quotient of the link < 1ength and the free-flow speed. Second, the total vehicular demand volume is divided by the hourly evacuation capacity of the link to obtain the volume / capacity
; (V/C) relationship for the link. Finally, the evacuation speed or delay time is computed for each link, depending on whether the v/C ratio was greater or less than 1.0. The formula contained in the Federal Righway Administration j August 1973 Traf fic Assianment Manual was adopted and modified as follows j for use in computing the speed at which evacuees will travel.
l Evacuation Speed = Free-Flow Speed 4 0.25 Demand ,
; g Capacity ,
i
! Following these calculations, the model computes the roadway trave} \
j time for each traffic sone's evacuation route (or routes since some buses { and special vehicles, had separate routes) by scanning the links comprising the evacuation route to determine the maximum V/C ratio along the route. When the hourly evacuation capacity escoede the total demand volume (V/c ratio less than 1.0) for all links along the route, the link evacuation speeds are used to aospute link travel time, and the travel times for each j link along the path are susened to obtain the zone-to-EP3-boundary roadway l travel time for the route.
- 4
.L . .. :. .
- ~
\ ,
. A-4
distribution, assuming equal distribution of population through the - municipality (see Table G) .
- 5. Equal distribution of population throughout the municipality was assune'd excluding wildlife refuges, state parks, coastal wetlands and ma*rshlands.
I 6., Total population distribution by sector (see Table H). i t Distribution of Population, 10-50 Miles, Pennsylvania The distribution of population from 10-50 miles from SN05 in Pennsyl-l vania was determined by census Bureau update reports.
- 1. The 10-50 mile area from SNGs in. Pennsylvania was divided into 30 see-l The sectors in Pennsylvania are N, NNE, NE, WNW, NW , N:.a*
l tor / zones. and fall in the 20-50 mile zones. j
- 2. The population for the entire portion of the 20-50 mile area in Pennsyl-vania is included in the Bureau of the Census, F-25 series, Peport e851.
l This report, entitled Population Estimates and Pro $eetiens, contains current estimates of July 1977 pcpulations for all counties, incorporated places a .d active mir.or civil divisions (McD's) . l j i
- 3. Each mur.icipality was assigned a zone / sector. Where a municipality was located in more than one sector or zone, a proportional area was alloca-ted to each (see Table I) .
- 4. The population of each zone / sector was based on the percentage of ar-eal distribution, assuming equal population distribution throughout the municipality (see Table J).
- 5. Equal distribution of the population throughout the municipality was assumed excluding wildlife refuges, state parks, coastal wetlands and marshlands.
- 6. Total population distribution by sector (see Table K).
Distribution of Population, 10-50 Miles, Delaware The distribution of population within 10-50 miles in Delaware of SN 5 la based on updated Bureau of the Census reports.
- 1. The 10-50 mile area from SNo$ in Delaware was divided into 43 sector /
zones. The sectors are N, NNW, NW, WNW, W WSW, SW, SSW, 5 and 5ft. l Dresdner Associates, P.A. A-5 LAAD L*SL & INVlaONWLN1at CO%WLinT1,
-d
\
- e. Distribution of the percent of the total population evacuated as a function of time.
I
- 3. av.c:= tion Capacity A critical element in determining the amount of time needed to evacuate i any given area is the capacity of the existing roadways to acch =te the f
anticipated vehicular volumes. Once the capacity calculations have been I developed, the roadway travel time and congestion / delay time occuring during l I l evacuation can be computed. . l
\
l The procedure used to determine the evacuation area roadway capacities l I is based on the Federal Righway Administration's 1945 Wichway Capacity Manual l and the Traffic Engineering Series Capacity Analysis Proce@re for Signalised l
,.l, Intersections. Definitions of specific technical terminology used throughout l the following paragraphs are based on the Nighway capacity Manual.
1 The roada and highway in the evacuation area were categorized into four j groups: i I
- two lane, two-way highways >
- two-way urban street
- two-way urban streets with parking 1 i - four lane, two-way divided highway. )
l For each of these groupings, base capacities at Level of Service E and i j Level of Service D are calculated. Level of service E capacities are used I in the adverse weather scenario. The base capacity is determined by using f factors which take into account the impact un traffic operation caused by j existing roadway width, shoulder area or lateral clearance. Other stanjacd i capacity inhibiting factors (such as passing sight distances, percen': trucks and type of terrain) are considerably less significant for the emerg'ency , evacuation condition and, therefore, are not considered. All apel,1 cable
! factors were abstracted from the Nighway Capacity Manual using the ubles cited in the following paragraphs or from the charts contained in capacity Analysis Procedure for Signalised Intersections. g<!
A-4 l l ,, e ' . . .' ..
- 4. N population of each sector / sons was based on the percentage of areal Equal population distribution for incorporated and unincorporated areas.The total population for each secto'r/
distribution was assumed for each. sone is illustrated by Table D. . e e e r B e (
~
l (~ . I i
^-7 Dresdner Associates, P.A.
LAAD ull & LNVIRONMt%141 CO%5LL18.%B
.- - h
4 l Sus, from the above derivation, the Level D and E capacities for evacuation traffic are computed as shown below where W is the factor from Table 10.8. 6 Two Lane, Two-way Roadways
- IDS Capacity = 928 x W
, D LOS Capacity = 1600 x W.
E
- 2. Two Way Street with Parking capacity and service volume for an urbanized area are determined by other factors, such as the presence or absence or parkine, percent traffic tur,ning, and allowable green time at a signalized intersection. To evaluate the effects of such factors on capacity, the Leisch Nomographs from the Traffic Engineering Series - Capacity Analysis Procedure for Signalized Intersections are used.
- 3. Four Lane Two-Way Highway, Divided Highway Table 9.1 and 9.2 in the Highway capacity Manual are used for this category of road segment. The derivation of Level of Service D capacity assumes that, I for emergency evacuation conditions, 0.95 was an appropriate peak hour factor, since the demand would be high and virtually constant during the evacuation period. Rus, as per Table 9.1, 4000 Capacity at 148, X 0.90 (reduction for speed impediment) X 0.95 (FEF) = 3420 or Capacity D. W factors from Table 9.2 of w6ich adjust for lane and shoulder widths when applied to Capacity D would yield the segment capacity at Level of Service D. Therefore, the calculated capacities for four lane divided highway. segments are:
Four Lane Divided Nighway LOS D Capacity = 3420 X W LOS D ap d ty = W X W Where W is the factor found in Table 9.2 h-S g- .. .- ,.
. .}}